Porsche

1.1L to 1.5L air-cooled flat-four producing 40hp to 70hp. Volkswagen Beetle engine derived initially. Four-speed manual transmission. Rear-engine rear-wheel drive layout. 2100mm wheelbase. 760kg curb weight extremely light. 140 km/h top speed (87 mph). Torsion bar suspension. First production Porsche. Gmünd Austria initial production number one built 1948. Stuttgart-Zuffenhausen production from 1950. Aluminum body some early cars. Split windscreen design. 78 Gmünd cars hand-built. Streamlined aerodynamic design Ferdinand Porsche. Racing success immediate. Lightweight construction philosophy. Only 7627 Pre-A units total. Foundation for Porsche legend.

1.3L to 1.6L flat-four producing 44hp to 115hp. Carrera 1500 GS with 115hp Fuhrmann four-cam engine. Four-speed manual synchronized. Rear-engine rear-wheel drive. 2100mm wheelbase. 900kg curb weight. 200 km/h top speed Carrera (124 mph). One-piece curved windscreen. 1600 Super 75hp popular. Speedster lightweight roadster $2995 price. Low windscreen Speedster racing-focused. James Dean Speedster owner. Over 21,000 units produced. Stuttgart manufacturing. Sports car refinement. Racing success continued. Carrera name from Carrera Panamericana victories. Enthusiast sports car.

1.6L flat-four producing 60hp to 130hp. Super 90 with 90hp. Carrera 2 with 2.0L Fuhrmann four-cam 130hp. Four-speed manual transmission. Rear-engine rear-wheel drive. 2100mm wheelbase. 935kg curb weight. 200+ km/h Carrera 2. T5 and T6 body designations. Raised headlights and bumpers. Twin grille front engine lid. Disc brakes Carrera 2 first Porsche. Koni shock absorbers. Over 30,000 units produced largest 356. Karmann coachwork some models. Most refined 356 generation. Roadster replaced Speedster.

1.6L flat-four producing 75hp SC and 95hp C. Four-speed manual transmission. Rear-engine rear-wheel drive. 2100mm wheelbase. 960kg curb weight. 185 km/h top speed SC. Disc brakes all four wheels standard first Porsche. Compensating spring rear suspension improved handling. Improved seats and interior. Flat engine lid. Last 356 model before 911 replacement. Over 16,600 units produced. Stuttgart Zuffenhausen manufacturing. Collector car valuable. Final evolution classic Porsche. 911 predecessor. Air-cooled flat-four perfected.

1.5L Fuhrmann four-cam flat-four producing 115hp. Complex DOHC design. Four-speed manual transmission. Rear-engine rear-wheel drive. 2100mm wheelbase. 810kg curb weight minimal. 200 km/h top speed (124 mph). Speedster low-cut windscreen. Lightweight bucket seats. Simple soft top. No roll-up windows just side curtains. Racing homologation model. Extremely rare Carrera engine in Speedster body. Most valuable 356 combination. James Dean association marketing. American market focused Max Hoffman. California sports car culture icon. Only hundreds built combination. Collector car multi-million dollar values.

1.5L Fuhrmann four-cam flat-four producing 110hp. Complex type 547 DOHC engine. Four-speed manual transmission. Rear mid-engine layout. 2100mm wheelbase. 550kg curb weight incredibly light hence name. 220 km/h top speed (137 mph). Tubular spaceframe chassis. Aluminum body panels. Giant-killer nickname beating larger engines through lightweight. Carrera Panamericana success. Le Mans class victories. Sebring victories. Nürburgring victories. Only 90 units produced road and race combined. James Dean fatal crash September 1955. Little Bastard nickname Dean's car. 550A improved version 1956. Most valuable Porsche behind 356 Carrera. Racing heritage definitive. Ferdinand Porsche design. Stuttgart Zuffenhausen built.

Air-cooled flat-six rear engine. 2.0L with 130hp initially, grew to 2.4L with 190hp. 911S with 180hp. Carrera RS 2.7 with 210hp homologation special. Targa open-top 1967. 4163mm length. Weight 1080kg (RS). 0-60 mph in 5.5 seconds (RS 2.7). Five-speed manual. Torsion bar suspension. Iconic ducktail spoiler on RS.

Impact bumpers for US regulations. 930 Turbo with 3.0L 260hp, later 3.3L 300hp. Carrera 3.0 with 200hp. Carrera 3.2 with 231hp. SC and Carrera variants. 4291mm length. Weight 1300kg (Turbo). 0-60 mph in 4.9 seconds (Turbo). Whale tail spoiler. G50 gearbox improvement. Slant-nose 930 option. Long production run.

85% new parts despite similar look. 3.6L flat-six with 250hp. Carrera 4 AWD introduced. Turbo with 320hp then 360hp. RS lightweight with 260hp. 4250mm length. Coil spring suspension. Weight 1350kg (RS). 0-60 mph in 5.0 seconds (Turbo). Power steering standard. ABS standard. Tiptronic automatic option.

Final air-cooled 911. 3.6L with 272hp. Turbo with twin-turbo 3.6L 408hp. GT2 with 430hp rear-drive. Carrera 4S widebody. 4245mm length. Multi-link rear suspension. Weight 1500kg (Turbo). 0-60 mph in 4.0 seconds (Turbo). Varioram intake. Six-speed manual. Most valuable air-cooled generation. Very refined.

First water-cooled 911. Controversial fried-egg headlights. 3.4L with 300hp, later 3.6L with 320hp. GT3 with 360hp then 381hp. Turbo with 420hp. GT2 with 462hp. 4430mm length. Weight 1440kg (GT3). 0-60 mph in 3.9 seconds (Turbo). IMS bearing issues on early cars. Major interior modernization. Shared lights with Boxster.

Classic round headlights return. 3.6L with 325hp, 3.8L with 355hp. GT3 with 415hp then 435hp. Turbo with 480hp then 500hp. GT3 RS 4.0 with 500hp. 4427mm length. PASM adaptive damping. Weight 1395kg (GT3 RS). 0-60 mph in 3.3 seconds (Turbo S). PDK dual-clutch. Direct injection late. Very reliable.

All-aluminum construction. 3.4L/3.8L NA then 3.0T twin-turbo across range. GT3 with 475hp then 500hp. Turbo S with 580hp. GT2 RS with 700hp. 4491mm length. Weight 1430kg (Carrera). 0-60 mph in 2.7 seconds (GT2 RS). Rear-axle steering. Dynamic engine mounts. All-turbo lineup from 991.2. Longer wheelbase.

Wider body standard. 3.0T twin-turbo with 379hp to 450hp. Turbo S with 640hp. GT3 with 502hp naturally aspirated. GT3 RS with 518hp. 4519mm length. Weight 1435kg (Carrera). 0-60 mph in 2.6 seconds (Turbo S). Wet mode. Configurable digital cockpit. PASM sport suspension standard. Eight-speed PDK.

First mid-engine Porsche since 914. 2.5L flat-six with 204hp, later 2.7L with 228hp. Boxster S with 3.2L 260hp. 4315mm length. Shared headlights with 996. Weight 1295kg. 0-60 mph in 5.7 seconds (S). Five-speed Tiptronic option. Perfect weight distribution. Convertible only. Saved Porsche financially.

Cayman coupe added 2005. Boxster 2.7L with 245hp, 3.4L S with 295hp. Cayman 2.7L with 245hp, 3.4L S with 320hp. Cayman R with 330hp. Boxster Spyder with 320hp. 4329mm length. Weight 1330kg (Cayman S). 0-60 mph in 4.9 seconds (Cayman S). PDK dual-clutch. PASM optional. Limited slip diff standard S.

Aluminum-steel construction. 2.7L with 265hp, 3.4L S with 325hp. Cayman GT4 with 385hp from 911. Boxster Spyder with 375hp. 4380mm length. Electric power steering. Weight 1340kg (GT4). 0-60 mph in 4.2 seconds (GT4). Sport Chrono standard GT4. Manual only GT4. Torque vectoring. Very involving to drive.

Turbocharged flat-four standard. 2.0T with 300hp, 2.5T S with 350hp. GTS 4.0 with 394hp flat-six. Cayman GT4 RS with 500hp. Spyder/GT4 with 414hp flat-six. 4379mm length. Weight 1405kg (GT4). 0-60 mph in 3.2 seconds (GT4 RS). PDK or six-speed manual. PASM standard. Enhanced grip. Controversial four-cylinder sound.

Controversial first Porsche SUV. V6 with 250hp. S with 340hp V8. Turbo with 450hp then 500hp. Turbo S with 550hp. GTS with 405hp. 4782mm length. Shared platform with Touareg. Weight 2355kg (Turbo S). 0-60 mph in 4.8 seconds (Turbo S). Air suspension. Low-range transfer case. Off-road capable. Saved company finances.

Lighter and more efficient. V6 with 300hp. S Hybrid with 380hp. S with 420hp. GTS with 440hp. Turbo with 500hp. Turbo S with 570hp. 4855mm length. Eight-speed Tiptronic. Weight 2170kg (Turbo). 0-60 mph in 4.2 seconds (Turbo S). Start-stop standard. Coasting mode. More driver-focused. Air suspension standard Turbo.

New MLB Evo platform. Coupe body style added. Base 3.0T with 340hp. S with 440hp. E-Hybrid with 680hp. GTS with 460hp. Turbo S E-Hybrid with 680hp. Turbo GT with 640hp. 4918mm length. Weight 2220kg (Turbo). 0-60 mph in 3.0 seconds (Turbo GT). Rear-axle steering. Active anti-roll bars. Three-chamber air suspension. Very fast SUV.

First four-door Porsche. S with 400hp V8. Turbo with 500hp. Turbo S with 550hp. GTS with 440hp. S E-Hybrid with 416hp. 4970mm length. Rear-biased AWD optional. Weight 1970kg (Turbo S). 0-60 mph in 3.8 seconds (Turbo S). Active suspension management. PDK standard. Executive long wheelbase. Sport Chrono included Turbo.

New MSB rear-drive platform. Sport Turismo wagon added. 4S with 440hp V8. GTS with 480hp. Turbo with 550hp. Turbo S with 630hp. Turbo S E-Hybrid with 700hp. 5049mm length. Weight 2165kg (Turbo S). 0-60 mph in 2.9 seconds (Turbo S E-Hybrid). Rear-axle steering. Three-chamber air suspension. Fully digital cockpit. Active aero. Advanced chassis control.

Based on Audi Q5 MLB platform. 2.0T with 252hp. S with 340hp V6. GTS with 360hp then 380hp. Turbo with 400hp. 4681mm length. PDK standard. Weight 1910kg (Turbo). 0-60 mph in 4.3 seconds (Turbo). Sport Chrono standard Turbo. PASM optional. Torque vectoring. Very sporty handling for SUV. Air suspension optional.

New PPE electric platform shared with Audi. Dual motor AWD with 402hp. Turbo with 630hp. 100kWh battery. Over 500km range. 4784mm length. 800V architecture. 270kW DC fast charging. Weight 2405kg (Turbo). 0-60 mph in 3.3 seconds (Turbo). Air suspension standard. Active aerodynamics. Advanced torque vectoring.

800V architecture first in production. Single motor RWD with 408hp. 4S dual motor with 490hp. Turbo with 680hp. Turbo S with 761hp. Cross Turismo wagon 2021. Sport Turismo 2022. 4963mm length. 93.4kWh battery. Weight 2295kg (Turbo S). 0-60 mph in 2.6 seconds (Turbo S). Repeatable launches. Two-speed rear transmission. Regenerative braking. 270kW DC fast charging. 500km+ range.

4.6L V8 with 608hp plus two electric motors. Total 887hp system output. 0-60 mph in 2.5 seconds. Top speed 214 mph. 4643mm length. Carbon fiber monocoque. Weight 1674kg. 7:14 Nürburgring lap time. Active aerodynamics. E-power electric-only mode. Top pipes exhaust. Weissach Package lighter option. Only 918 units produced. Magnesium wheels. Direct injection V8.

5.7L V10 from cancelled LMP2000 project. 612hp at 8000rpm. 0-60 mph in 3.5 seconds. Top speed 205 mph. 4613mm length. Carbon fiber monocoque and subframe. Weight 1380kg. Six-speed manual only. Ceramic composite clutch. Push-rod suspension. Inboard dampers. Targa-style roof. 1270 units produced. Beeswax-treated leather. Balsa wood shift knob.

The original Porsche powerplant that established the rear-engine legacy. This 1,968cc horizontally-opposed four featured air-cooling with magnesium alloy crankcase and cylinder heads, saving critical weight behind the rear axle. The engineering marvel was its thermal management: finned cylinders with individual cast iron barrels shrunk into aluminum heads, plus a precisely geared fan moving 1.2 cubic meters of air per minute. The crankshaft ran in three main bearings with nitrided surfaces, while connecting rods were forged I-beam design. The valve train used pushrods with hydraulic adjusters and sodium-cooled exhaust valves. With 7.5:1 compression and dual Solex carburetors, it produced 110 hp at 5,500 RPM. The oil system featured a dry-sump design with separate oil tank and thermostatically controlled oil cooler, essential for maintaining viscosity during sustained high-speed operation.

The final evolution of Porsche's air-cooled masterpiece that powered the 993 generation. This 3,600cc horizontally-opposed six featured aluminum alloy construction with Nikasil-plated cylinder barrels directly finned for cooling. The Varioram intake system used three-stage velocity stacks that switched at 5,000 RPM, creating a resonant supercharging effect. The cylinder heads employed two valves per cylinder with hydraulic lifters and sodium-filled exhaust valves. The crankshaft was forged steel with eight counterweights, running in seven main bearings. The cooling system featured an optimized axial fan moving 2.4 cubic meters per minute, with oil-cooling now handling 40% of thermal rejection. With 11.3:1 compression and Bosch Motronic engine management, it produced 272 hp at 6,200 RPM and 243 lb-ft at 5,000 RPM. The complete engine weighed just 395 pounds, achieving remarkable specific output of 1.15 hp per pound naturally aspirated.

The revolutionary water-cooled engine that ushered Porsche into the modern era with the 996. This 3,387cc horizontally-opposed six featured an aluminum block with integrated dry liners and aluminum silicon alloy heads. The Variocam system provided 25° of intake cam phasing, while the intake manifold used dual-length runners switching at 4,800 RPM. The cylinder head design incorporated four valves per cylinder with 28.5° included angle for optimal flow. The crankshaft was forged steel with six counterweights, running in eight main bearings. The cooling system employed a dual-circuit design with separate cooling for cylinder heads and block, plus an auxiliary electric pump for the rear-mounted radiators. With 11.3:1 compression and Bosch ME 7.2 engine management, it produced 296 hp at 6,800 RPM and 258 lb-ft at 4,600 RPM. The integrated water cooling allowed for tighter emissions control and more consistent operating temperatures.

The race-bred, naturally-aspirated masterpiece that defined the modern hypercar. This 5,733cc 68° V10 was derived from Porsche's Le Mans prototype program, featuring a silicon-reinforced aluminum block with plasma-coated cylinder bores. The valvetrain used titanium connecting rods, forged aluminum pistons, and a 10-throttle runner intake system. The crankshaft was a single-piece forging running in six main bearings, with a 180° firing order for optimal exhaust scavenging. The engine management system employed individual coil-on-plug ignition and sequential fuel injection with 12-hole injectors. With 12.0:1 compression and a 8,400 RPM redline, it produced 603 hp at 8,000 RPM and 435 lb-ft at 5,750 RPM. The complete engine weighed just 472 pounds, achieving an astonishing 1.28 hp per pound—a benchmark for naturally-aspirated performance that stood for nearly a decade.

The pinnacle of naturally-aspirated flat-six development for motorsport application. This 3,996cc horizontally-opposed six features individual throttle bodies with 52mm diameter, plus a rigid aluminum block with Nikasil-coated cylinders. The valvetrain employs solid lifters requiring manual adjustment, titanium connecting rods, and forged aluminum pistons. The crankshaft is a single-piece forging with eight counterweights, balanced for 9,000 RPM operation. The VarioCam system provides 30° of intake and exhaust cam phasing, while the intake manifold uses carbon fiber construction. With 13.3:1 compression and Bosch MED 17 engine management, it produces 520 hp at 8,250 RPM and 346 lb-ft at 6,000 RPM. The oil system features a dual-stage pump with separate scavenge stages for each cylinder bank, ensuring reliability during high-g cornering.

The technological leap that introduced direct injection to Porsche's flat-six lineup. This 3,800cc horizontally-opposed six featured Bosch DI injection operating at 200 bar pressure, with piezoelectric injectors mounted centrally in the combustion chamber. The Variocam Plus system provided continuous intake and exhaust cam phasing plus two-stage lift on the intake valves. The block used aluminum construction with cast iron liners, while the cylinder heads featured four valves per cylinder with 29° included angle. The crankshaft was forged steel with eight counterweights, running in eight main bearings. The cooling system employed a dual-circuit design with separate cooling for cylinder heads and block. With 12.5:1 compression and Bosch MED 9.1 engine management, it produced 400 hp at 7,400 RPM and 310 lb-ft at 5,600 RPM. The direct injection system allowed for more precise mixture control and reduced knock sensitivity.

The controversial but technically brilliant forced-induction flat-four that powers the 718 series. This 1,998cc horizontally-opposed four features a twin-scroll BorgWarner turbocharger with electronic wastegate control, mounted low in the chassis for optimal center of gravity. The VarioCam Plus system provides continuous intake and exhaust cam phasing. The block uses closed-deck aluminum construction with plasma-coated cylinder bores, while the cylinder heads feature four valves per cylinder. The fuel system employs both direct and port injection, with the direct injection operating at 250 bar pressure. With 9.5:1 compression and 20.3 psi maximum boost, it produces 300 hp at 6,500 RPM and 280 lb-ft from 1,950-4,500 RPM. The turbocharger features a water-cooled bearing housing and electric wastegate actuator for precise boost control.

Porsche's technological flagship V8 that combines brute force with sophisticated efficiency. This 3,996cc 90° V8 features twin turbochargers mounted inside the vee, with electronic wastegates and variable turbine geometry. The valvetrain employs dual overhead cams with 50° of continuous variable timing on all four camshafts, plus cam profile switching on intake and exhaust. The fuel system combines direct injection (250 bar) with port injection (6.5 bar) for optimal combustion across the operating range. The block uses aluminum-silicon alloy construction with plasma-coated cylinders, while the rotating assembly features forged steel crankshaft and connecting rods. With 10.1:1 compression and 22.5 psi boost, it produces 570 hp at 6,000 RPM and 590 lb-ft from 1,960-4,500 RPM. The thermal management system features separate cooling circuits for cylinder heads, block, and turbos.

The race-bred four-cam engine that established Porsche's performance credentials. This 1,582cc horizontally-opposed four featured dual overhead cams per cylinder bank driven by vertical shafts, with gear-driven camshafts requiring precise mechanical tolerances. The engine employed dry-sump lubrication with a 14-liter oil tank and oil-cooler integrated into the engine shrouding. The crankshaft was a single-piece forging running in five main bearings, while connecting rods were forged H-beam design. The cylinder heads used hemispherical combustion chambers with 46° included valve angle. With 9.5:1 compression and four Solex carburetors, it produced 115 hp at 6,200 RPM. The valve train featured dual springs and mechanical adjusters requiring frequent maintenance, but enabled 7,000 RPM operation—remarkable for 1950s engine technology.

The original widowmaker that defined the turbocharged sports car genre. This 2,994cc horizontally-opposed six featured a single KKK turbocharger with mechanical wastegate set at 11.6 psi boost. The engine employed air-to-air intercooling from 1978 onward, reducing intake temperatures by 60°C. The valvetrain used two valves per cylinder with hydraulic lifters, while the block featured magnesium alloy construction for weight savings. The turbo system used a rising-rate fuel pressure regulator and analog boost control, creating the infamous turbo lag followed by violent power delivery. With 7.0:1 compression and Bosch K-Jetronic fuel injection, it produced 260 hp at 5,500 RPM and 253 lb-ft at 4,000 RPM. The complete engine weighed 415 pounds, with the turbo system adding just 38 pounds while increasing power output by 35% over the naturally-aspirated version.

The technological tour de force that powered McLaren to multiple Formula One championships. This 1,499cc 80° V6 featured twin turbochargers with sophisticated electronic boost control, producing up to 1,300 hp in qualifying trim. The block used aluminum alloy with steel liners, while the cylinder heads featured four valves per cylinder with pneumatic valve springs. The fuel system employed direct injection at 300 bar pressure, while the ignition system used twin-plug design for complete combustion. The turbochargers featured ceramic turbines capable of 120,000 RPM, with intercooling provided by intricate water-to-air heat exchangers. With 7.5:1 compression and 5.5 bar (80 psi) maximum boost, it achieved specific output of 867 hp per liter—a record that stood for nearly two decades. The complete power unit weighed just 315 pounds, achieving unprecedented power-to-weight ratio for its era.

The water-cooled twin-turbo masterpiece that set new standards for all-weather supercar performance. This 3,600cc horizontally-opposed six featured twin BorgWarner turbochargers with variable turbine geometry, eliminating traditional turbo lag. The VarioCam Plus system provided continuous intake and exhaust cam phasing. The block used aluminum construction with cast iron liners, while the cylinder heads featured four valves per cylinder. The fuel system employed Bosch DI injection operating at 180 bar pressure. With 9.0:1 compression and 17.4 psi maximum boost, it produced 480 hp at 6,000 RPM and 460 lb-ft from 1,950-5,000 RPM. The turbochargers featured water-cooled bearing housings and electronic wastegate actuators, while the intercooling system used side-mounted air-to-air heat exchangers with optimized airflow.

The Le Mans-winning powertrain that redefined efficiency in endurance racing. This 1,996cc turbocharged V4 operated as part of a sophisticated hybrid system, featuring direct injection at 500 bar pressure and a single turbocharger with electrical compressor assist. The valvetrain employed pneumatic springs and 40° of continuous variable timing on all camshafts. The block used aluminum construction with steel liners, while the rotating assembly featured titanium connecting rods and forged aluminum pistons. The hybrid system included a 400 hp electric motor-generator unit and 8 MJ battery pack. With 16.0:1 compression and 48 psi maximum boost, the combustion engine alone produced 500 hp at 9,000 RPM. The complete powertrain achieved unprecedented thermal efficiency of 45%, with exhaust energy recovery contributing 30% of total system output during acceleration.

Porsche's ultimate performance SUV powerplant that blends brute force with sophisticated thermal management. This 3,996cc twin-turbo V8 features hot-V turbo mounting with electronically controlled wastegates and variable turbine geometry. The valvetrain employs dual overhead cams with 55° of continuous variable timing on all four camshafts, plus cam profile switching. The fuel system combines direct injection (350 bar) with port injection (6.0 bar) for optimal combustion across the rev range. The block uses aluminum-silicon alloy with plasma-coated cylinders, while the rotating assembly features forged steel crankshaft and connecting rods. With 10.5:1 compression and 24.7 psi boost, it produces 631 hp at 6,000 RPM and 626 lb-ft from 2,300-4,500 RPM. The thermal management system features three separate cooling circuits with electric auxiliary pumps for cylinder heads, turbos, and transmission cooler.

The robust five-speed manual that succeeded the legendary 901 transmission, featuring stronger gears and improved synchronizers to handle increasing engine power. The 915 retained the aluminum alloy case and rear-mounted transaxle design but introduced a conventional H-pattern shift gate (replacing the 901's dog-leg pattern) for improved usability. The transmission used Borg-Warner synchronizers on all forward gears, though the notoriously stubborn first gear synchronization remained a characteristic. Gear ratios were carefully selected to exploit the flat-six's power band, with a direct fifth gear (1.00:1) rather than overdrive. The shift mechanism employed a direct rod linkage with multiple universal joints that provided precise, if somewhat heavy, shift action. The limited-slip differential was optional and used a torque-sensing ZF design. The 915 was known for its mechanical durability but required regular adjustment of the shift linkage to maintain precision. This transmission defined the 911 driving experience through the 1970s and early 1980s, with its distinctive mechanical feel becoming synonymous with air-cooled Porsche character.

The significantly improved five-speed manual that addressed the 915's shortcomings while maintaining Porsche's signature shift quality. The G50 featured stronger helical-cut gears, improved synchronizers with carbon-lined rings, and a completely redesigned shift linkage that eliminated the sloppiness of earlier designs. The transmission case was more rigid, reducing gear whine and improving shift precision. The gear ratios were optimized for both performance and refinement, with fifth gear becoming an overdrive ratio (0.82:1) for reduced noise and improved fuel economy on the highway. The limited-slip differential was standard on most models and used a more responsive torque-sensing design. The clutch system was hydraulically actuated rather than cable-operated, providing more consistent pedal effort and engagement. The G50 represented a major step forward in refinement while maintaining the mechanical authenticity that Porsche enthusiasts cherished. Its durability and shift quality made it one of the most respected manual transmissions in automotive history.

Porsche's revolutionary Doppelkupplungsgetriebe (dual-clutch transmission) that combines lightning-fast shifts with seamless operation. Originally developed for the 962 race car in the 1980s, the production PDK uses two concentric wet clutches—one handling odd gears (1,3,5,7) and the other even gears (2,4,6) and reverse. Shift times are under 100 milliseconds in Sport mode, with the transmission capable of multiple downshifts simultaneously during aggressive braking. The hydraulic system operates at high pressure and uses an electric pump to maintain clutch readiness. The control unit processes data from multiple sensors including longitudinal and lateral accelerometers, adapting shift strategy based on driving style and conditions. The transmission features multiple drive modes including Normal, Sport, Sport Plus, and individual manual control. In 911 applications, the PDK incorporates a 'virtual intermediate axle' that allows the engine to be mounted lower for improved center of gravity. The current 7-speed PDK can handle up to 800 Nm of torque while providing both racetrack performance and smooth daily driving comfort.

Porsche's first automatic transmission with manual shift control, developed in partnership with ZF. Based on the ZF 5HP24, the Tiptronic S used a conventional torque converter automatic but with sophisticated electronic controls that allowed manual gear selection via steering wheel buttons or the gear lever. The transmission featured adaptive programming that learned driving style and adjusted shift patterns accordingly. The torque converter used a computer-controlled lockup clutch that could operate in all forward gears, improving efficiency. Gear ratios were carefully selected for performance applications, with a relatively short first gear (3.57:1) for strong acceleration and a tall overdrive fifth gear (0.69:1) for relaxed cruising. The transmission control unit communicated with the engine management system for coordinated torque reduction during shifts. While heavier and slower-shifting than manual transmissions, the Tiptronic S provided a compelling blend of automatic convenience and manual control that appealed to many Porsche buyers, particularly in the heavy 928 and luxury-oriented Panamera models.

The heavy-duty four-speed manual developed specifically for the original 911 Turbo, designed to handle the massive torque of the turbocharged flat-six. The 930 used stronger gears with wider teeth and improved synchronizers compared to the standard 915 transmission. The gear ratios were widely spaced to accommodate the turbo's power band, with a very short first gear (2.25:1) for acceleration and a tall fourth gear (0.89:1) that allowed 150+ mph top speeds. The limited-slip differential used a more aggressive torque-sensing design with higher lockup rates to manage the turbo's sudden power delivery. The shift mechanism was reinforced with heavier components to withstand the increased forces. The 930 transmission was known for its robustness but required deliberate shifting due to the widely spaced ratios and turbo lag characteristics. This transmission defined the brutal character of the original Widowmaker, with its tractor-like first gear and highway-cruising fourth gear creating a unique driving experience that required skill to master.

The high-torque version of Porsche's PDK designed for larger vehicles and high-performance applications. This transmission retains the dual-clutch design but adds an additional gear ratio and strengthened components to handle up to 1,000 Nm of torque. The gear ratios are carefully spaced to provide both explosive acceleration and fuel-efficient cruising, with an ultra-tall eighth gear (0.67:1) that reduces engine RPM at highway speeds. The hydraulic system operates at higher pressure and uses a more efficient pump to handle the increased clutch loads. The transmission control unit incorporates predictive functions that use navigation data to anticipate hills and curves, pre-selecting optimal gears. In hybrid applications, the PDK integrates with the electric motor system to provide seamless power delivery during mode transitions. The 8-speed PDK represents the current pinnacle of automatic transmission technology, providing both racetrack-capable performance and luxury-car refinement in Porsche's largest vehicles.

The bespoke seven-speed manual developed specifically for the 911 GT3, representing Porsche's commitment to the manual transmission purist. This transmission features a unique triple-cone synchronizer on second gear and double-cone synchronizers on third through sixth gears, with a direct seventh gear (1.00:1) rather than overdrive. The shift mechanism uses a mechanical linkage with minimal compliance for maximum precision and feedback. The gear ratios are closely spaced in the lower gears for track performance, with seventh gear providing relaxed highway cruising. The limited-slip differential is a mechanical unit with adjustable preload for track optimization. Most notably, the transmission includes Porsche's proprietary throttle blipping function for rev-matched downshifts, which can be disabled for purists. The shift quality is deliberately mechanical and substantial, providing the tactile feedback that driving enthusiasts crave. This transmission represents the ultimate evolution of the traditional manual in a modern supercar, preserving the engagement and skill that define the Porsche driving experience while incorporating just enough technology to enhance rather than dilute the mechanical connection.