Is A Ferrari Still A Ferrari If It Has Four Doors? We Investigate
Robb Report heads to Italy for a debut dance with the most talked-about Ferrari to ever roll out of Maranello: the high-riding, four-doored V12 Purosangue.
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“Enzo would turn in his grave.” Denials don’t come much more emphatic than that in the hallowed halls of Maranello, where Ferrari’s legendary founder is rightly revered as a cross between a company-wide father figure and a bona fide Italian saint.
The speaker was Ferrari design chief Flavio Manzoni, who, in 2015, was fielding persistent questions about when the famed Prancing Horse would turn its attention to a debut SUV. To the media asking the questions, it was a future that seemed inevitable. SUVs had already begun their cannibalisation of every other body shape and vehicle type. So much so that three years earlier, archrival Lamborghini had confirmed a high-riding performance car that would eventually be named the Urus.
So, would Ferrari be following suit?
“Never. It’s not within our DNA, and it’s not something we’re ever going to look at,” Manzoni said. “Ferrari is not a follower. We can’t make something just because it’s the normal trend. It wouldn’t be a Ferrari.”Fast-forward to 2023, and the Urus is now responsible for more than half of all of Lamborghini’s sales, delivering incredible levels of profitability—and unlocking a new, much bigger customer pool—through an SUV that enraged and excited in equal measure. Ferrari wasn’t going to let an SUV-shaped cash cow like that escape, surely?
The answer, we now know, is of course not. But if not an SUV, just what is this all-new Purosangue?
It’s the first high-riding Ferrari, and it’s the first fitted with four doors and four proper seats. And, as far as we know, it’s the only family-focused vehicle in existence that’s powered by a screaming naturally aspirated petrol V12 engine. But what it’s definitely not, says Ferrari, is an SUV.“When you talk about ‘SUV’, you’re talking about a category with existing characteristics. But we didn’t want to start from a category that already exists, and then have to take those characteristics as a starting point,” says Andrea Militello, Ferrari’s lead exterior designer, whose fingerprints are all over the Purosangue.
“Instead, we sat down and tried to understand the properties we want this car to achieve. And those properties were good comfort, a decent ride height to make sure that you can get virtually anywhere, and a very high level of performance. That’s Ferrari high, not regular-car high. Properly high performance. And then you mix all these things together. And we end up with the object you see today. One which is not born from ‘we want to make a Ferrari SUV’.”
That’s about the only time you’ll ever hear someone with a Prancing Horse on their business card mention that term, by the way. The letters “S”, “U” and “V”—at least when said in that order—have almost certainly been banned at Maranello, with the brand instead referring to it as an “FUV” (“F” for Ferrari).
But they could have easily swapped that first “S” for “Super”, with Ferrari shoehorning its best and most operatic engine into the Purosangue. Add to that a screaming red line of 8,250 rpm, a snarling exhaust note that you don’t just hear but genuinely feel too, and the kind of pulse-igniting acceleration you expect from any Ferrari fitted with a 12-cylinder nuclear warhead, and you’ve got a drive experience that feels like a ticketed event every time you press the engine start button.
It’s impossible to argue that Ferrari has made the wrong decision in making the Purosangue. It was sold out long before the brand had even put a vehicle on the road—and before anyone knew what it would look like, what would be powering it, or what it would cost. Though, to be fair, that last point is largely academic. Yes, the Purosangue lists in Australia at $728,000, before all on-road costs, but Ferrari says every Purosangue will go through its personalisation, Atelier and Tailor Made programs, meaning no two will be exactly the same, also adding significant cost to the advertised sticker price.
Making that number even more irrelevant is the fact that you can’t actually get one. Global wait times now exceed 18 months on average, and while the brand won’t be called on specifics, we’d expect new customers to be waiting years to put one on an Australian driveway. Helping slow deliveries is Ferrari’s policy of placing a production cap on the Purosangue, with the, ahem, SUV not to exceed 20 percent of the brand’s total production capacity.
While Porsche could now rightfully be considered the Cayenne company, and the Urus consumes most of Lambo’s total sales volume, Ferrari says it won’t ever become the company that used to make supercars. The Purosangue will only ever add to the brand’s sales total, not dominate it. Ferrari is holding triple-figure orders and expressions of interest in Australia, and though it’s not sure how many cars we’ll actually get, a lucky few should see their vehicle arriving before the end of the year.
Seeing the Purosangue in the metal in Italy’s Dolomite Mountains adds weight to Ferrari’s insistence that this isn’t a regular SUV; it looks more like a very expensive hot-hatch. It seems shorter in real life, more swollen, with an almost non-existent rear overhang emphasised by the big alloy wheel pushed deep into each corner.
Seating is for four only, and access to the back is through a pair of rear-hinged doors that open automatically with a gentle pull on the handle. The back pews are surprisingly comfy, and the area spacious, but there’s no doubting that the best seat in the house is the one that puts the naturally aspirated 6.5-litre V12—producing a massive 533 kW and 716 Nm—at your disposal.
That power is sent to all four wheels via an eight-speed dual-clutch automatic, thanks to a compact and front-mounted power transfer unit that only calls the front tyres into action at slower speeds.
Engaging launch control is a joyously physical experience, as the Purosangue jolts down over its wheels, readying for maximum attack. Flatten your right foot, and 100 km/h arrives in 3.3 seconds, with 200 km/h flashing by in just over 10.
So far, so Ferrari. Same with the soundtrack which, when you’re dialled into the Purosangue’s angriest settings, sounds even better when you take over the gear shifts yourself, the machine-gun pop of the rev limiter (which only arrives at almost 9,000 rpm) filling the cabin as if you’ve driven through an active war zone.
Is it the sharpest Ferrari ever built? It can’t be, of course, and even its carbon-fibre roof can’t compensate for the two-tonne-plus weight here, but I promise you that the grip, the confidence-inspiring turn-in and the nifty rear-wheel steering, which helps tuck you neatly into corners, are constant reminders that there’s a tiny horse on the front of the bonnet, and a tonne of horsepower under it.
There are more clever things at play here, too. Like a new suspension system that replaces the need for anti-roll bars with adaptive dampers. Each corner has an electric actuator that can then individually stiffen or soften the suspension as required to keep the Purosangue flat through bends.
The Purosangue is a Ferrari that will be driven for longer spells, and with more people on board, than any other model before it, and that clever Active Suspension setup has been designed to stop you pulling your hair out when you’re commuting, or on less-than-ideal roads. It allows each drive mode to offer up two suspension settings—medium or soft—which transforms the Purosangue from roaring lion to gentle kitten on dodgier surfaces, or when you’re on a freeway.
Then there’s the insulation and inch-thick glass which do such a good job of removing not just road noise, but also the thrum from the engine and any whispers from the exhaust. As such, you can very easily forget you’re driving anything super at all. And that’s the point here, right? The Purosangue has to straddle two words—supercar and super comfy—and it does so with seriously impressive dexterity.
So, can an SUV-shaped vehicle—even one with a thumping V12 engine—be considered a real Ferrari? Some might say no. But they’re also the people Ferrari has very little interest in talking to.
“Those that are saying these kinds of things are those that will never buy one,” says Militello. “We’re not a big OEM, we don’t have millions of customers. We almost know ours by name. It’s very easy to understand their needs. They might not know what they want, but you can understand their needs. If you want to buy one, the best thing that can happen is that it will take two years. The worst is that they’ll tell you there’s no way. I think that shows that this works. Besides, how can you judge if something is a Ferrari or not? Only history will tell.”
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Will Smith, Tom Brady And More Celebs Are Team Owners in a New Electric-Boat League
Will all that star power deliver?
At one point during the debut broadcast of the world’s first electric-boat racing circuit, an on-air host stands on a platform overlooking the water and pummels the camera with enthusiasm: “I hope you’re ready for a landmark moment that can change the future of water transportation. The nerves, the excitement, the energy, it’s electric!” Behind her, a few dozen people mill about, leaning on a rail, drinking coffee, staring at their phones. One turns to look at her as if he’d like to ask her to keep it down.
That singular image might best encapsulate the cognitive dissonance that permeates the new UIM E1 Series Championship.
Take the boats. They look like remnants from a Star Wars movie, with long tapered noses leading to a glass-enclosed cockpit flanked on each side by a curving wing that acts as a hydrofoil, allowing the hulls fly over the surface while sending off huge sprays of white foam—but they’re nearly silent and, while they have explosive acceleration, they reach a top speed that wouldn’t even merit a ticket on an interstate.
E1 RACING
Then there are the team owners, a mélange of famous people who don’t necessarily bring to mind boats or racing. For that matter, they don’t really have anything to do with one another. Sorry, but it’s going to take more than a few brief hype videos and a recorded Zoom call in which the eight celebrities playfully talk trash before anyone believes the relationship between, say, NFL legend Tom Brady and pop singer Marc Anthony contains any real competitive juice.
There’s also the meeting of mission and money. The series defines itself as “committed to healing our coastal waters and ecosystems . . . through innovative clean technologies and aquatic regeneration.” But Saudi Arabia’s Public Investment Fund (PIF), which controls more than $USD700 billion in cash largely derived from oil production, holds a chunk of equity and occupies the top sponsorship space. (Disclosure: Saudi Arabia’s Research and Media Group has invested in Penske Media Corporation, Robb Report‘s parent company).
E1 RACING
None of it quite seems to go together, and yet, by many measures that first race, held on an inlet of the Red Sea in Jeddah on Feb. 3, was a success. Expect a ninth team headed by a famous Hollywood actor. The series will host seven more races this year, starting on the waterways of Venice on May 12.
All of which raises the question: Can this actually work?
“Boat racing has never really caught on,” admits Powerboat P1 CEO Azam Rangoonwala, who’s been in offshore racing for more than 20 years and is also a principal on E1’s Team Aoki. “We got involved with E1 because we see an opportunity to finally make that breakthrough happen.”
In 2020, Rodi Basso spent a fair part of the year trying to visualise life after the pandemic. Unlike many others, Basso wasn’t so much longing for the way things had been, as attempting to conjure what new world would emerge.
An aerospace engineer who’d transitioned into motorsports, he’d held jobs at Ferrari, Red Bull and McLaren Applied Technologies, but he’d recently stepped aside and moved to England in pursuit of some then-undetermined new challenge.
When the world shut down, he started running to stay fit and get out of the house, excursions on which he was often joined by Alejandro Agag, who lived nearby. Agag had founded Formula E and Extreme E, each a successful racing series featuring electric vehicles. The pair had met when Basso, through McLaren, developed an improved battery pack that allowed Formula E drivers to complete a race on a single charge.
E1 RACING
Basso, an Italian, and Agag, from Spain, debated the next big thing as they traversed the streets of London. Agag had invested in a start-up, Seabird, that was working on a foiling electric boat, and he asked Basso to help with the engineering. That simple request quickly morphed into a new idea—an electric boat racing series.
Perhaps no two individuals were better positioned to make it happen, and that night Basso created a deck summarizing the concept. The next day, he sent it to Agag who immediately signed on. The E1 World Championship Racing series was born amid expectations that it would become the next trending motorsports entity.
Within months they’d secured exclusive rights to stage electric boat races for 25 years through UIM, the international racing organization, and landed the PIF deal. Asked about the irony of Saudi oil money underwriting a series with a mission of “promoting sustainable energy use in marine sports,” and about assertions of greenwashing and sportswashing, Basso looked away from his computer screen.
Turning back, he offered a joke and then framed his answer in terms of investing strategies: “I focus on the day-to-day job of the people working at PIF who study markets and industries and place bets on what will bring the highest return. In that sense, it’s a privilege to be noticed and have that initial funding.”
Asked a similar question via email, Brady chooses not to respond, but otherwise replies: “This is a new competition and it has great growth potential, so it was a no-brainer for me to be involved with E1.”
Basso later adds another point: “PIF’s money allowed us to get going. It paid for the development of the boat and the series. Now we have to stand on our own as a functioning business.”
What will that look like?
Location, location, location. Part of the difficulty for boat racing has been the “where.” Contests usually took place offshore or on small—often remote—lakes that offered flat calm, neither of which are particularly spectator friendly.
In recent years, the Sail GP series has solved that problem with a global race circuit featuring smaller, more maneuverable versions of full America’s Cup boats slugging it out on metropolitan waterways, such as San Francisco Bay and Sydney Harbor. In contrast to traditional America’s Cup racing yachts, the smaller SailGP boats also reduce the costs of building, maintaining, outfitting, and shipping them to races around the world.
SAILGP
Besides that, the boat looks sleek, part spaceship, part waterbug, as it skitters above the surface. And while 50 knots (92.5 kmph) on a boat is fast—especially an open boat low to the water—it’s not an attention-getting number to the general public. Still, the Racebirds distinguish themselves with a burst of acceleration that’s visible when they compete.
The power comes from a Mercury outboard built specifically for the purpose, with input from Seabird. It has a booster that jacks the output from 100 kilowatts to 150 for 20 seconds per minute, adding to the notable jumps in speed and putting a focus on driver skill and strategy. Each team has two pilots—as they’re called—one male and one female, who alternate turns behind the wheel through a qualifying round, the semi-finals and finals.
“We’re now packaging the propulsion system to sell to other builders,” says Horne. “What drives me is the mission to electrify boats, so we want to partner with other companies out there and help build the infrastructure with fast charging that we’ll need.”
E1 RACING
The series’s green agenda goes beyond pushing the development of electric engines, high-output batteries and hydrofoils, which reduce drag in increase efficiency by lifting the boat’s hull out of the water. E1 intends to employ sustainable practices on-site at events—including the use of local vendors—and install and leave in place high-speed electric charging stations at each locale.
According to its website, organizers will collaborate on coastal restoration projects and education initiatives directed by chief scientist Carlos Duarte, an ocean ecology professor at King Abdullah University of Science and Technology.
“One of the barriers to ownership and sponsorship in powerboat racing has been the sustainability question,” says Rangoonwala of Powerboat P1. “E1 answers that question up front by building it into the mission.”
Whatever seeming contradictions arise from the use of PIF funds, the series has already had a real-world impact. Mercury Marine has incorporated much of the technology it developed for the Racebird engines into its Avator electric outboards. More than 12,000 Avators have been built in the last year. “Racebird was a good place for us to start,” David Foulkes, CEO of Brunswick Corp., Mercury’s parent, tells Robb Report. “It was a way to gain experience in a controlled environment, where the boats are centrally maintained.”
GETTY IMAGES
Basso calls Agag a “marketing genius” for the way he tapped into existing audiences for Formula E and Extreme E by luring well-known names from Formula 1 and extreme racing—and their social media followings—into the fold. It’s a proven approach, but one that would not work for E1. “Unfortunately, in powerboat racing, there are no star drivers or famous owners,” Basso says.
The alternative involved finding celebrities from other walks of life to invest in teams. “First, we approached Sergio Perez and evidently our presentation was done right because he joined, then Rafa Nadal signed up,” Basso says. “The rest came as a consequence of a sort of missing-out syndrome, which worked out nicely for us.”
The sell might have been easy, but the selections reflect the sort of calculated demographic cross-section that would make a pollster drool. Besides Brady, the white American hero of seven Super Bowls, Smith, the Black Hollywood superstar, Nadal, the internationally known Spanish tennis star, Anthony, the Grammy-winning musician with Latino roots, and Perez, a Formula 1 driver from Mexico, there’s Didier Drogba, a Black European soccer icon from Ivory Coast; Steve Aoki, a world-renown DJ of Japanese descent; Virat Kohli, a cricket star from India; and Marcelo Claure, a Bolivian tech entrepreneur.
All appear engaged at the outset, sitting for video interviews and promoting the series on social media. Four showed up for the opening race and Brady plans to be in Venice. “I’ve been involved in a few things since retiring but this racing series has been incredible,” Brady tells Robb Report. “I love competition and racing. Seeing the vision of the sport come to life has been very fun and fulfilling.”
Basso says he and Agag intentionally created a “business mechanism that would give owners skin in the game and keep them engaged.” The owners put up €2 million (about $2.15 million) to license a team. E1 owns the series and the boats and handles all the logistics, including transportation, for which they charge teams another €1 million. The buy-in, Basso says, will go up for Year 2, since three of the original eight license holders have already resold them at five times the initial investment.
To ensure those values keep rising, E1 plans to cap the series at 12 or 15 teams competing in 15 races, hopefully by Year 3, with five events in Asia, five in the Mid-East/Europe and five in the West, where potential venues include Miami, Mexico and Brazil.
To help control costs, the boats must run as they come out of the box, and though teams can hire as many engineers as they want back at headquarters, they can’t have more than seven crew members, including drivers, on the dock during races.
MERCURY MARINE
“They made some really smart decisions to limit costs at the outset,” says Ben King, one of of Team Brady’s co-principals. “The plan is to start modifying the boats in Year 3, which would mean greater outlays for teams, but by then, hopefully, the circuit will be well established.”
Teams can bring on sponsors outside those attached to the wider series, including everything from patches on pilot uniforms to on-the-boat decals to partnerships that showcase technology. Visibility shouldn’t be a problem. E1 has both linear and streaming deals with 120 broadcasters that range from Asia through India, MENA, Europe, and the Americas, where CBS owns the US television rights.
On the course at Jeddah, the four finalists line up for the rolling start of the final race, among them Team Brady. As the boats pass the marker buoy signaling the beginning of the first-ever E1 championship, three surge ahead while the Brady boat founders and wobbles forward, dropping to last.
In the previous heat, Brady’s Emma Kimiläinen finished third, meaning teammate Sam Coleman has to not just win the heat but make up the time deficit to claim the title. As the boats approach the first turn, Coleman mashes the booster and jolts forward, closing the gap and creating a three-boat bottleneck around the first buoy.
The scene turns chaotic as the boats speed through the curve within yards of each other and geysers of whitewater and churning wakes fill the space around them. Emerging into the straight, they jockey for the lead. “Racing these boats is super intense—insane,” says Coleman. “The trick is constantly managing the foil height. Too much power and the boat will drop and you’ll lose speed. The working window is so small, and while you don’t have engine noise, there’s feedback through cavitation and vibration that you have to learn to feel.”
E1 RACING
Most of the drivers have come from other disciplines, motorcycles, cars, even Jet Skis and WaveRunners. Coleman started in motocross, then teamed with his sister to become a world champion and two-time U.K. champ in P1 Powerboat. Whether it’s that experience or his feel for his craft, Coleman’s boat levels and rises high on its foils as it shoots to the front.
Through the next turns, Coleman’s lead builds, creating another bit of intrigue. The course layout consists of a small oval inside a larger one, something like a paperclip. Over a five-lap race, each driver must circumnavigate the inner oval four times and the outer once. As Coleman continues to pull away, the question of when to take the long lap rises.
E1 RACING
And while that gives the announcers something to talk about, it also highlights a shortcoming. The moments of close-quarters racing, the nuance of working the trim and booster and the strategic quirk of the long lap all make for good, engaging viewing. At the same time, the difficulty of keeping the boats running clean on the foils and the long lap spread the field, sapping most of the drama from the action. Those instances of intense, close-quarters racing are few and far between.
Ultimately, that’s what success will come down to: Will people understand the level of skill and strategy on display and will the competition hold up? A sustainability mission and a few 30-second hype videos from Tom Brady (whose team pulled through in Jeddah as the winner) provide a sense of purpose and attract eyeballs, but for people to continually show up and tune in—to pay up—the races themselves have to deliver.
Formula E and Extreme have made it work. Will E1? Ladies and gentlemen, start your very-quiet engines.
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10 Fascinating Facts You Never Knew About Porsche
The automaker is a sports car standard-bearer with a long, impressive history in racing.
Porsche has long stood at the pinnacle of automotive achievement. The automaker has won the 24 Hours of Le Mans 19 times—more than any other competitor—and has successfully competed in everything from rally racing to Formula 1. The history of Porsche vehicle production is equally impressive, as the company rose from the rubble of World War II to become one of the most widely recognised luxury and performance brands in the world today. Let’s dive into the history of Porsche with 10 facts you might not have known about the German brand.
Porsche Was Founded by an Ex-Mercedes Engineer
Ferdinand Porsche was born in 1875 in what is now the Czech Republic. Despite the fact that he had little formal education, from an early age Porsche was recognised as a brilliant engineer. In 1901, Porsche built the world’s first gasoline-electric hybrid vehicle, a motorised carriage that used a Daimler internal-combustion engine to generate power for electric motors in the wheels. Soon, Porsche was hired as technical director of Stuttgart-based Daimler, where he worked on Mercedes race cars including the hugely successful Mercedes-Benz SSK.
Engineering Consultant
In 1931, Ferdinand Porsche launched the company that still bears his name today. It wasn’t a car-building operation: Dr. Ing h.c. F. Porsche GmbH was a consulting agency, supplying design and engineering expertise to various automakers. Soon after launching his company, Ferdinand Porsche received an assignment directly from German Chancellor Adolf Hitler: A project to build a simple, durable, affordable vehicle that could be purchased by everyday Germans, codenamed Volkswagen, or “people’s car.”
Porsche and World War II
Ferdinand Porsche unveiled the first Volkswagen prototype in 1935; in 1939, the Volkswagen factory began production, with Ferdinand Porsche appointed as an executive. As part of his work with the government of Nazi Germany, Porsche renounced his Czechoslovak citizenship, joined the Nazi Party, and became a member of the SS paramilitary group. Ferdinand Porsche contributed to the design and engineering of Nazi tanks and troop transport vehicles, and after World War II ended, he was arrested for war crimes including the use of forced labor, serving 20 months in prison in France.
Porsche Begins Building Its Own Cars
Following the end of World War II, Ferdinand Porsche’s son, Ferry, sought to build a sports car according to his father’s vision. In 1947, the first examples of the Porsche 356 were assembled in a small sawmill in Gmünd, Austria, where the Porsche family had moved operations to avoid Allied bombing. The 356 bore some resemblance to the Volkswagen, and like that vehicle, it used a rear-mounted four-cylinder engine along with some other VW components.
The 901, Or Rather, The 911
Porsche built several versions of the 356 until 1965, but by the end, the vehicle was badly out-of-date. Ferdinand Alexander Porsche, grandson of the company’s founder, designed a new rear-engine sports car, this time with an air-cooled six-cylinder engine. The company intended to call this model 901, which was the internal code-name for the project, but Peugeot owned the trademark on all three-digit model numbers with a zero in the middle, so the name was swiftly changed to 911.
The 917 Launches a Racing Dynasty
Porsche found racing success with the 356, 911, and various competition-only prototypes, but the automaker’s rise to motorsport dominance began with the 917. First shown publicly in 1969, the 917 was the brainchild of Ferdinand Piëch, a grandson of Ferdinand Porsche who would later go on to lead the entire Volkswagen Group. The race car used an air-cooled mid-mounted flat-12 engine, and it was so compact, the driver’s feet sat ahead of the front axle. After some early developmental troubles, the 917 became a dominant endurance racer, winning the 24 Hours of Daytona, the Monza 1,000km, the Spa-Francorchamps 1000 km, and the 24 Hours of Le Mans back-to-back in 1970 and 1971. The 917 was a monster, reliably cresting 230 mph at Le Mans in an era when the typical racing prototype couldn’t break 200, and it launched Porsche on a path to becoming the winningest manufacturer in Le Mans history.
911’s Near Death and Resurrection
The late 1970s were difficult for sports car companies, and in 1980 Porsche had its first year of financial losses. The 911 had gone without significant updates and was slated for cancellation, with the front-engine, V8-powered 928 intended to replace it. Newly-appointed CEO Peter Schutz, who was born in Germany but was raised in the U.S., realised that the impending death of the 911—considered the quintessential Porsche sports car—was contributing to low morale at Porsche. Schutz walked into the office of chief Porsche engineer Helmuth Bott, where a chart showed continued production of the 928 and 944, and the end of 911 production in 1981. In a scene that has become legend, Schultz took a marker from Bott’s desk, extending the 911’s line off the chart, onto the office wall, and out the door—signifying that the 911 would never be canceled. “Do we understand each other?” Schultz asked, and Bott nodded in the affirmative.
The World-Beating 959
In 1986, Porsche unveiled a supercar that shared the general shape of the 911, but was shockingly advanced in nearly every way: The 959. Developed to compete in Group B rally racing, the street-legal 959 had a twin-turbo engine making 326 kilowatts, Kevlar composite bodywork, wide-body fenders, and all-wheel drive. It soon became the fastest production car in the world, sprinting from zero to 96 in 3.7 seconds and reaching a 317 kmph top speed.
Amazingly, from 1963 to 1997, Porsche never undertook a full redesign of the 911. In 1998, a brand-new sports car emerged. Internally known as Type 996, the all-new 911 had a completely redesigned body shell and an all-new flat-six engine that, for the first time, was cooled by water rather than air. Early 996s shared their front bodywork and some interior panels with the more affordable mid-engine Boxster, causing some controversy among Porsche fans, but today the 996 is considered the model that saved the Porsche 911.
SUVs, Sedans, and the Future
In 2002, Porsche introduced the Cayenne, the automaker’s first sport-utility vehicle. A few years later, in 2009, the four-door Panamera luxury sedan was launched. Today, Porsche’s best-selling model is the Macan, a small SUV, with the Cayenne not far behind. The automaker also sells an all-electric sport sedan, the Taycan, and is moving toward the future with plans for hybrid and all-electric sports cars.
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Sitting on the Dock of Balmain
Is The Dry Dock Sydney’s Hottest New Pub Renovation?
At its peak, in the late 1890s, Balmain had 55 pubs. They were noisy watering holes that serviced thirsty hordes after a day’s labour at the suburb’s harbourside coal mine and shipyards. Today, Balmain is dotted with charming workers’ cottages set behind picket fences and stolid corner pubs, which have been converted into restaurants and homes.
One such establishment, the Dry Dock on Cameron Street, has undergone a multi-million dollar renovation. As an original public house built in 1857, it remains fixed in a local backstreet and offers a porthole to the suburb’s blue-collar roots.
Locals can still bring their dogs into the front bar, or retreat to the lounge to sit next to a crackling log fire.
The renovation carried out by Studio Isgro and H&E Architects combines rustic touches—like the acid-etched sandstone exterior, exposed brickwork and beams —with elegant light fittings, an incredible sound system and tasteful art. “It has a transportive, escapist quality, where you could be anywhere, or right at home,” says interior designer Bianca Isgro of Studio Isgro, who spent two years on the overhaul. Her team designed a modern gastropub on the site after gutting and stripping the building, which had been neglected for years.
Founder and managing director James Ingram (ex-Solotel and Merivale) has assembled a warm, friendly service team that matches the pub’s character. He says his team has fought hard to preserve the pub’s long-standing connection to residents and to get the mix of old and new right.
“Balmain is home to so many devoted residents who are rightly proud of the suburb’s working-class roots,” says Ingram over a frothy beer in the warm-toned front bar.
“The Dry Dock has been designed to have that timeless feel that stands the test of time.”
The large open kitchen features an oyster bar and serves French-style fare, delicious sides, and hot desserts. The wine list is on point, with something in every price range and a friendly sommelier doing the rounds.
The kitchen is led by seasoned chef Ben Sitton, who previously rattled the pans at institutions including Felix, Uccello and Rockpool Bar & Grill. His kitchen faces a large dining room with unclothed tables, bentwood chairs, tumbled marble floors and exposed trusses that give it a contemporary feel. 
The back of the room overlooks a walled garden, with a giant ghost gum at its centre and views of neighbouring residential fences.
Chef Sitton says his team relishes the opportunity to cook from an expansive modern European repertoire with quality produce. The robust flavours and textures are centred around the smoky quality that comes from Josper charcoal grills, wood-fired ovens, and the rotisserie.
You can order steak frites with charred baby carrots, or baked market fish with a cheesy, potato gratin.
The Peninsula Hospitality Group, the team behind Dry Dock, is now looking to expand its foothold in Balmain by opening at least one other venue.
Visit for the food, stay for the vibe.
The Dry Dock, Public House & Dining Room, 22 Cameron Street, Balmain, NSW 2041. P: 02 9555 1306; drydock.com.au
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Animal Kingdom
A veritable menagerie of high-jewellery sparklers awaits this season.
Crocodiles, lions, snakes and flamingos have all found their way into magnificent high jewellery.
At Chaumet master craftsmen draw inspiration from the balletic flight of swallows. At Cartier a mischievous crocodile makes a cunning circle around the throat and at Paspaley 137 sapphires and gem bejewels fascinators attached to a pair of Keshi pearl studs.
Read on for ideas of how to spoil yourself or someone you love with something from the animal kingdom.
CARTIER
Crocodile necklace
White gold set with emeralds and brilliant-cut diamonds. POA; cartier.com.au
CHANEL
Lion solaire earrings 18k white gold and diamonds. $140,200; chanel.com
A LA VIEILLE RUSSIE
Victorian diamond fish brooch Pavé diamond trout set in silver and gold. $14,300; alvr.com
DAVID WEBB
Bird of paradise brooch Cabochon star sapphire, carved emerald and ruby leaves, brilliant-cut diamonds, 18k gold and platinum. POA; davidwebb.com
CHAUMET
Capturing the aerial movements of swallows, in white and rose gold with marquise-cut diamonds. POA; chaumet.com
A LA VIEILLE RUSSIE
Mississippi River pearl flamingo brooch set Baguette diamond legs and brilliant-cut diamond head, tail and neck, and ruby eye. Circa 1930. $24,000; alvr.com
JEAN SCHLUMBERGER by Tiffany & Co.
Bird on a rock pendant
Platinum and 18k yellow gold, pink sapphires and diamonds (one of which is more than 15 carats). POA; tiffany.com
A LA VIEILLE RUSSIE
Antique green garnet frog brooch Demantoid garnet with old mine diamond eyes, set in gold
and platinum. $71,000; alvr.com
PASPALEY
Wild feather earring enhancer Featuring 43 white diamonds, 137 sapphires and 26 tsavorites set in 18k yellow gold. Keshi pearl studs sold separately. $11,800; paspaley.com
BULGARI
Mediterranean Sapphire Serpenti necklace, nine sapphires from Sri Lanka for a total of 40,81carats evoking snake’s scales are set in a precise and sinuous platinum and pavé diamond body construction culminating in a dramatic pendant tassel including 80 oval-shaped sapphire beads totaling 116 carats. POA’ Bulgari.com
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Once-in-a-Lifetime Wines By The Glass Come to Melbourne’s Atria and Sydney’s Bentley Restaurant + Bar
Want to eat a succulent starter of pearl meat and smoked lime butter with a glass of 2013 Champagne Salon? Or sink your teeth into chef’s cut Tallow-age beef while sipping a silky glass of 2021 Bass Phillip Pinot Noir?
This month you can.
All through May, wine-loving patrons can order such rare drops by the glass at Michael Greenlaw’s Atria at The Ritz-Carlton in Melbourne, and Brent Savage’s The Bentley Restaurant + Bar in Sydney. Think glasses of Margaux for around $70 and Crozes-Hermitage for under $50.
These precious wines that never grace wine lists, let alone by-the-glass menus, are being offered at 50% below the expected by-the-glass price, courtesy of Coravin’s World Wine Tour.
Coravin is the life-preserving wine tech that allows oenophiles to pour vintage wines without removing the cork. The patented needle and gas system allows for the extraction of fine wine, without exposing the precious vintages to ruinous oxygen.
“This is a great initiative,” says owner and sommelier Nick Hildebrandt from his dimly-lit ground floor venue The Bentley Restaurant + Bar..
“This May we have the opportunity to pour by the glass some of the world’s most sought after wines. Especially Champagne Salon, which is extremely rare, and my favourite Champagne of all time,” he says beaming at the thought of serving the scarce blanc de blancs.
“We have a large following of loyal wine lovers who come to our restaurants and they are super excited to taste these wines at a reasonable price.”
The smiling sommelier continues, “Our guests will have the opportunity to taste a selection of famous and rare wines in pristine condition without spending hundreds or, in some instances, thousands on a bottle.”
Until the end of May, patrons can sample wines from a limited list expertly curated by Coravin, featuring local and international gems. Learn more about Coravin’s World Wine Tour here.
To book visit Atria or Bentley Restaurant + Bar
