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Porsche offers detuned Boxster and Cayman 211 in Europe

Looking at a new Porsche Boxster? First of all, we commend you on your choice, because in its latest iteration, the Boxster has sped out from under the shadow of the 911 and into its own. But now to choose: do you get the base model with 265 horsepower, the Boxster S with 315 hp, or the top-of-the-line Boxster GTS with 330 hp? It's a daunting question, considering the $10k+ price gap between each model that you could put into the gas-and-rubber jar. Same goes for the Cayman, albeit with ten more horses across the board. But as if that's not confusing enough, there appears to be another player on the field. (That is, at least, in certain European markets.)
Appearing on the company's Belgian and Norwegian sites are the Boxster 211 and Cayman 211. As you might have guessed, they pack a less substantial 211 horsepower, undercutting what we know as the base models. Instead of using a smaller engine, though, the Boxster and Cayman 211 get the same 2.7-liter boxer six, just with less power.
As a result, they're a bit slower off the line: the Boxster 211 takes between 6.1 and 6.4 seconds to get to 62, depending on exact specifications, compared to the 5.5- to 5.8-second range for the 265-hp Boxster, while the Cayman 211 is quoted at 6.2 seconds versus the 275-hp Cayman's 5.4 to 5.7 seconds. Fuel consumption and emissions, on the other hand (and as you'd expect), are better in the 211. But while Porsche Norway charges around $10k less for the 211 models, Porsche Belgium charges the same for the 211 models as it does for the next most powerful versions (from which they appear to be visually indistinguishable).

Porsche to reveal Cayman GT4 Clubsport racer in LA

Aspiring professionals and amateur gentleman racers alike will want to swing by the Porsche booth at the LA Auto Show this year. That's where the German automaker will be revealing its new entry-level racer. The Porsche Cayman GT4 Clubsport is nearly stock, but features some choice upgrades to cater its disposition toward the racetrack. Power comes from the same 3.8-liter flat-six as the road-going Cayman GT4 (shown above), producing the same 385 horsepower. It ditches the manual, however, for the faster-shifting DCT (which we expect will soon be offered on the showroom version as well), aided by a mechanical locking differential. It features the front suspension setup from the 911 GT3 Cup car and beefed-up steel brakes. It's also got a roll cage inside and a racing bucket with a six-point harness. All told, the whole package weighs 2,866 pounds – making it a good hundred pounds lighter than the street-legal model on which it's so closely based. Once homologation is complete, customers will be able to field it in series like the Pirelli World Challenge, Continental Tire Sports Car Challenge, and Pirelli GT3 Cup Trophy. Porsche has yet to release images, but we'll be sure to update this post as soon as they're available – so watch this space. New race car for motorsport newcomers Porsche develops Cayman GT4 Clubsport Stuttgart. Using the lightweight Cayman GT4 as the basis, Porsche Motorsport has developed a near-standard racing version. The Cayman GT4 Clubsport celebrates its world premiere at the Los Angeles Motor Show on 18 November. Sales of the 283 kW (385 hp) mid-engine racer for motorsport newcomers also start on this date. Just like its race-worthy production sibling, the Cayman GT4 Clubsport is powered by a 3.8-litre flat-six engine. The racing version features a Porsche double clutch transmission with shift paddles on the steering wheel and a mechanical rear-axle locking differential. The lightweight suspension strut front axle is taken from its big 911 GT3 Cup brother, which is campaigned in Porsche's 20 one-make championships around the world. The impressive racing brake system is fitted with steel brake discs all round measuring 380-millimetre in diameter. Tipping the scales at just 1,300 kilograms, the Cayman GT4 Clubsport, delivered ex-works with a welded-in safety cage, a racing bucket seat as well as a six-point harness, is truly lightweight.

Germany to accept diesel software fix rather than retrofit millions of cars

BERLIN — The German government will not force the car industry to make costly changes to engines to cut diesel emissions but will settle for software updates for around 2 million vehicles, industry and government sources said on Tuesday. The sources were speaking before a summit of politicians and car executives scheduled for Wednesday to discuss ways to cut inner-city pollution to try to head off bans on diesel cars — a sensitive issue ahead of national elections next month. The summit must also start to restore the reputation of one of Germany's major industries which has been badly tarnished since the Volkswagen emissions scandal broke in September 2015. The auto industry has agreed to software updates for around 2 million cars that will cost around 300 million euros ($354 million), a government source said. An industry source said foreign car makers had not agreed to participate for now. The deal suggests the industry has headed off demands for hardware upgrades that would cut more pollution but would also be much more expensive — with the potential costs as high as 10 billion euros. The deal also foresees a range of other measures to reduce emissions, the sources said, such as subsidies for electric buses, taxis and other municipal vehicles, as well as a commitment to increase the number of charging stations. The sector and the government will each contribute half to a 500 million euro fund aimed at helping local governments reduce pollution, blamed for causing respiratory diseases. CITY BANS The compromise might not cut emissions enough to stop bans of diesel cars in German cities - like the one in Stuttgart confirmed by a regional court last week. DUH, the environmental lobby group that brought the Stuttgart case, has said it wants moves to go beyond voluntary software updates or it will take further legal action. Chancellor Angela Merkel's conservatives have come under fire from consumer and environmental groups as well as opposition lawmakers for their close links to carmakers. "The car industry can always rely on the support of the government when things get difficult," said Timo Lange, a campaigner with LobbyControl, a non-profit group. Transport Minister Alexander Dobrindt rejected suggestions on Tuesday that he is too closely tied to the industry. The Environment Ministry has already made clear that software improvements can only be a first step as they reduce nitrogen oxide emissions by about 25 percent on average.