Porsche puts F1 entry on hold as McLaren idea also leads nowhere. Porsche's plans to move into Formula 1 have been formally put on ice, with the German manufacturer now focusing its racing activities on sportscars and Formula E. By Jonathan Noble. Co-author: Christian Nimmervoll. March 28.2023.
According to a report in Motorsport.com's sister site, Motorsport-Total.com, Porsche has now decided against pursuing options in Grand Prix racing.
The decision has been made after it came very close to a deal with Red Bull last year before talks fell through when the Milton Keynes-based team grew concerned about losing its independence.
At the time, Porsche was clear that it would continue to evaluate other options on the grid as F1's new sustainable fuel rules from 2026 were attractive to it.
However, since the retirement of vice-president of motorsport Fritz Enzinger - who was regarded within the company as the driving force behind Porsche's Formula 1 ambitions - in December 2022, the topic of the premier class has been quiet.
As of September 2022, after negotiations with Red Bull broke down, the official line was that Formula 1 would remain "an attractive environment" that would "continue to be monitored."
This prompted widespread speculation about many options being on the table, including with the Williams team or even a partnership with Michael Andretti, who has been trying for several years to get into F1.
However, none of these routes was seriously evaluated and instead, Porsche's efforts were quietly wound down.
Now, Porsche itself has confirmed that the F1 project has been shelved for the time being as the company's motorsport focus will be elsewhere.
"Motorsport will always be at the core of our brand identity," said a statement from the company. "Formula 1 remains an interesting racing series for us."
But with it currently committed to racing in WEC and IMSA, as well as FE, Porsche added about its other activities: "there, we want to fight for overall victories. That's our tradition and our main focus."
Porsche's wording offers an intriguing choice of language, as the phrase "remains an interesting racing series" doesn't slam the door shut on it ever entering F1.
On the other hand, the phrase "for the coming" years in regard to sportscars and FE makes it clear that it is not seriously evaluating options elsewhere.
This fits in with information obtained by Motorsport-Total.com, which suggests those employees who were tasked under Enzinger's leadership with driving forward the preparations for Formula 1 entry have since been reassigned to other tasks within the Group.
This makes it very obvious that there will be no Formula 1 entry by Porsche in the next few years.
However, one interesting new aspect has emerged about Porsche's options after the Red Bull talks collapsed.
It was that talks with McLaren, who had discussed an Audi partnership, were briefly resurrected. However, this was not primarily on the racing side but more with its automotive division.
McLaren Automotive, a sister company of the F1 team within the McLaren Group, has had a new CEO since July 2022.
Michael Leiters came from Ferrari, where he was Chief Technology Officer (CTO), but he had previously worked at Porsche for 13 years before his Ferrari stint, most recently as project manager for the Cayenne and product line director, among other positions, until 2013.
The idea of taking a stake in McLaren, using the magic of the Porsche and McLaren brands to develop joint special editions and an SUV, was briefly considered.
However, it is understood that the discussions did not get very far before being rejected.
The F1 team would not have been the focus of such a deal anyway but, of course, options could have opened up beyond 2026.
As a result of Porsche's decision to call time on its F1 evaluation, Audi remains the only brand from the Volkswagen Group that will compete in Grand Prix racing from 2026.
The Ingolstadt-based company already has a 25% stake in the Sauber team and will act as Audi's factory team in 2026.
Incidentally, before Audi finally reached an agreement with Sauber, there were also serious talks between Audi and McLaren about acquiring team shares.
This was initiated by Gerhard Berger at the time. He confirmed this in August 2022 when asked by Motorsport-Total.com: "I established contact with McLaren."
The royal family from Bahrain, which holds a stake in the McLaren Group via the Mumtalakat sovereign wealth fund, was put in touch with Audi through Berger.
Ultimately, however, these talks, which lasted for months, also failed to reach a conclusion.
Porsche has been successful in many branches of motorsport of which most have been in long-distance races.
A vintage girl and a Porsche.
Despite their early involvement in motorsports being limited to supplying relatively small engines to racing underdogs up until the late 1960s, by the mid-1950s Porsche had already tasted moderate success in the realm of sports car racing, most notably in the Carrera Panamericana and Targa Florio, classic races which were later used in the naming of streetcars.
Porsche 908/3, Jo Siffert.
1970 Porsche 917K Kurzheck short tail Gulf Oil livery, winner of the 24 Hours of Le Mans in 1970 and 1971. Only 12 original Kurzhecks were produced, the n. 20 917K was the car used by Steve McQueen.
Porsche 917 1970, 1000 km of Spa Francorchamps, Jo Siffert and Pedro Rodriguez.
The Porsche 917 of 1969 turned them into a powerhouse, winning in 1970 the first of over a dozen 24 Hours of Le Mans, more than any other company. With the 911 Carrera RS and the Porsche 935 Turbo, Porsche dominated the 1970s and even has beaten sports prototypes, a category in which Porsche entered the successful 936, 956 and 962 models.
Porsche is currently the world's largest race car manufacturer. In 2006 it built 195 race cars for various international motor sports events and, in 2007, Porsche is expected to construct no less than 275 dedicated race cars (7 RS Spyder LMP2 prototypes, 37 GT2 spec 911 GT3-RSRs and 231 911 GT3 Cup vehicles).
Porsche regards racing as an essential part of ongoing engineering development—it was traditionally very rare for factory-entered Porsche racing cars to appear at consecutive races in the same specification. Some aspect of the car almost invariably was being developed, whether for the future race programs or as proof of concept for future road cars.
Jochen Rindt with his Porsche 911 S.
Despite Ferdinand Porsche having designed Grand Prix cars in the 1920s and 1930s for Mercedes and Auto Union, the Porsche AG never felt at home in single-seater series.
In the late 1950s the Porsche 718 RSK, a two-seater sports car, was entered in Formula Two races, as rules permitted this and lap times were promising. The 718 was first modified by moving the seat into the center of the car and subsequently proper open wheelers were built. These 1500 cc cars enjoyed some success. The former F2 cars were moved up to Formula One in 1961, where Porsche's outdated design was not competitive. For 1962, a newly developed flat-eight powered and sleek Porsche 804 produced Porsche's only win as a constructor in a championship race, claimed by Dan Gurney at the 1962 French Grand Prix. One week later, he repeated the success in front of Porsche's home crowd on Stuttgart's Solitude in a non-championship race. At the end of the season, Porsche withdrew from F1 due to the high costs, just having acquired the Reutter factory. Volkswagen and German branches of suppliers had no interest in an F1 commitment as this series was too far away from road cars. Privateers continued to enter the outdated Porsche 718 in F1 until 1964.
Having been very successful with turbocharged cars in the 1970s, Porsche returned to Formula One in 1983 after nearly two decades away, supplying water-cooled V6 turbo engines badged as TAG units for the McLaren team, as the partner electronics firm was paying for the whole engine program, with the deal they would be badged as TAG units. For aerodynamic reasons, the Porsche-typical flat engine was out of the question for being too wide. With turbo power being the way to go in F1 at the time a 90° V6 turbo engine was produced. The TAG engine was designed to very tight requirements issued by McLaren's chief designer John Barnard. He specified the physical layout of the engine to match the design of his proposed car. The engine was funded by TAG who retained the naming rights to it, although the engines bore ‘made by Porsche’ identification. Initially, Porsche was reluctant to have their name on the engines, fearing bad publicity if they failed. However, within a few races of the 1984 season when it became evident that the engines were the ones to have, the ‘made by Porsche’ badges began to appear. TAG-Porsche-powered cars took two constructor championships in 1984 and 1985 and three driver crowns in 1984, 1985 and 1986. The engines powered McLaren to 25 victories between 1984 and 1987, with 19 for 1985 and 1986 World Champion Alain Prost and 6 for 1984 Champion Niki Lauda.
Despite its overwhelming success, the TAG-Porsche engines were never the most powerful in Formula One as they did not have the ability to hold higher turbo boost like the rival BMW, Renault, Ferrari and Honda engines. The McLaren drivers who regularly raced with the engine (Lauda, Prost, Keke Rosberg and Stefan Johansson) continually asked Porsche to develop a special qualifying engine like their rivals. However, both Porsche and TAG owner Mansour Ojjeh balked at the requests due to the extra costs involved, reasoning that the proven race engines already had equal power and better fuel economy than all bar the Hondas, thus qualifying engines were never built. Though the lack of horsepower did not stop McLaren from claiming 7 pole positions (6 for Prost, 1 for Rosberg) and 21 front-row starts.
Porsche returned to F1 again in 1991 as an engine supplier, however, this time with disastrous results: the Footwork Arrows cars powered with the overweight Porsche 3512 double-V6 which weighed 400 pounds (180 kg) (according to various reports, including from McLaren designer Alan Jenkins, the engine was in fact 2 combined TAG V6 engines used by McLaren from 1983 to 1987 minus the turbochargers) failed to score a single point and failed even to qualify for over half the races that year. After the Porsche engines were sacked by Footwork in favor of Cosworth DFRs, Porsche has not participated in Formula One since. According to reports from Arrows, the 3512's major problem, other than a lack of horsepower, was severe oil starvation problems which often led to engine failure.
During the 2010 Paris Motor Show, Porsche chairman Matthias Mueller made a statement hinting at a possible Porsche return to Formula 1. Specifically, Mueller stated that either Porsche or Audi would compete in Le Mans while the other would turn to Formula 1. Previously, Audi's motorsport boss Wolfgang Ulrich had already stated that Audi and Formula 1 "do not fit".
However and after months of speculation, Volkswagen Group's CEO Herbert Diess announced on 2 May 2022 that Porsche would make their return to the sport alongside VW brand Audi making their entry into the sport.
On July 27, 2022, in Morocco, official information was published on the approval of an application submitted jointly by Porsche and Red Bull GmbH in which Porsche acquired 50% of the shares of the Red Bull program in Formula 1. This application had to be filed with the antitrust authorities of up to 20 countries, including outside the European Union. The press release was due to go out for the Austrian GP, however the FIA did not approve the regulations for the 2026 engines before June 29 as planned, delaying official confirmation of Porsche's entry into Formula One.
On August 15, 2022, Porsche registered the ‘F1nally’ trademark with the German Patent Office, which covers the development of different activities such as cultural and sports activities, technological and scientific services, industrial development, analysis and design, as well as the development and design of computer hardware and software, marketing and office functions, telecommunications and administration.
After months of speculation, Porsche AG confirmed in September that talks with Red Bull GmbH would not continue. The intention was to reach an engine and team partnership, based on equal footing but the negotiations never came to fruition.
James Dean and his Porsche.
The list of Porsche drivers in all competitions is long and full of champions and known characters. But certainly James Dean stands out among them, not so much for his driving skills as for his charm and bad luck.
Actor James Dean gives a thumbs-up sign from his Porsche 550 Spyder, the Little Bastard, while parked on Vine Street in Hollywood on September 01,1955. Dean, who had taken up racing the year before, owned the car only nine days when he lost his life in a fatal highway accident while driving the Porsche to a Salinas race. Photo by Getty Images.
What really happened to James Dean’s ‘cursed’ Porsche. By Preston Lerner. June 10th 2021.
The transaxle from James Dean’s famous Porsche 550 Spyder has just sold for an astonishing $400k – what really happened to a car forever associated with a Hollywood death?
The headline on the TMZ website was bizarre enough to inspire a ‘you’ve-gotta-be-kid-ding-me’ double take: “James Dean ‘Cursed’ Transaxle Sells for $400K.” But the story behind the sale during on online Bring a Trailer auction last month is even weirder.
More than half a century after his death in 1955 at the age of 24, Dean remains a subject of inexhaustible fascination. Film fans know that he was already an incandescent superstar even though he’d made only three movies – Rebel without a cause, East of eden and Giant – before being killed in a car crash. Gearheads focus on the fact that Dean was a gung-ho club racer who died while driving a factory-fresh Porsche 550 Spyder en route to competing in a sports car race.
But the major reason the incident has developed a cult following – and why the transaxle sold for such an outrageous sum – is that the late George Barris, the King of the kustomizers, tirelessly promoted the fanciful notion that Dean’s 550 was cursed.
“There was something strange about that particular car … a feeling, bad vibrations, an aura,” Barris wrote in his memoir. “Everything that car has touched has turned to tragedy.” Cue spooky music.
Dean won his first-ever race, for novices, at Palm Springs in a Porsche 356 Super Speedster he drove to the track in March 1955 and he finished second the next day in the main. Five weeks later, he was third overall and first in class at Bakersfield. Later that month, he DNFed at Santa Barbara with a blown engine. Still, it seemed like a promising start for an aspiring racer.
Not so, says Lee Raskin, the author of the definitive book, James Dean on the road to Salinas. “James Dean grew up as a bit of a daredevil; he wasn’t afraid of anything,” Raskin says. “Was he a great driver? No. First, he was seriously myopic, which may help explain why he had metal-to-metal contact in every race he was in. Second, I think he was all accelerator, no brake.”
A Porsche 550 Spyder is on display at the opening ceremony of Las Vegas Car Stars at the Fremont Street Experience on May 17, 2013 in Las Vegas, Nevada. Photo by Gabe Ginsberg / Film Magic / Getty Images.
Like just about every racer on the planet, Dean was convinced that he needed a faster car. So he traded the Speedster and $3,800 in cash for a brand-new 550 Spyder, the four-cam rocket ship that would propel Porsche to small-bore supremacy and hired pinstriper extraordinaire Dean Jeffries to paint the sobriquet ‘Little bastard’ on the rear decklid.
When he finished filming Giant, Dean entered a road race in Salinas, a minor-league affair about 300 miles north of L.A. Although Dean had exercised the 550 on Mulholland Boulevard, wrinkling the aluminum bodywork by sideswiping a garbage can, Porsche factory mechanic Rolf Wütherich suggested that they drive the car to Salinas break in the notoriously finicky roller-bearing Type 547 engine. Dean’s friend Bill Hickman, who would later achieve footnote celebrity as a stunt driver in Bullitt and The French connection, trailed behind them in a station wagon towing an open trailer.
On the drive north, Dean collected a speeding ticket from a California Highway patrolman. Later, at a café along the route, he ran into fellow Southern California racer Lance Reventlow, the trust-fund baby who would later build the Scarab race cars. Before leaving, Dean told Reventlow’s companion, Bruce Kessler, another SoCal racer, that he’d gotten the Porsche up to 120 mph. Less than an hour later, near the no-stoplight town of Cholame, the Spyder crashed almost head-on into a sedately driven Ford sedan as it left turned across traffic.
James Dean’s Porsche after the accident in 1955. Photo by Ullstein Bild via Getty Images.
Dean almost certainly died from the impact. Wütherich, who was ejected from the cockpit, suffered grievous injuries. Photos shot at the scene show that the Porsche was mangled almost beyond recognition. Yet before long, Barris was displaying a somewhat more tastefully damaged Spyder at car shows with a placard identifying it as ‘James Dean’s last sports car.”
Barris claimed that he’d bought the car from Dean’s family. When it was being unloaded in his shop, he said, it fell on a mechanic and broke both his legs. Barris subsequently sold the engine to Dr. Troy McHenry, who was killed when he hit a tree while racing a car supposedly fitted with the deadly motor. (Barris said that another doctor using a transaxle salvaged from the Spyder was paralyzed in a racing accident.) After Barris reworked the car to display at safety demonstrations, he claimed it fell off a stand and broke a teenager’s hip. A few weeks after that, while being transported, the car allegedly fell off the trailer and killed the truck driver. There were also tales about a thief who broke his arm while trying to steal the steering wheel and another mechanic who broke another leg when a door fell off the car.
Barris, it should be said, was a consummate showman and shameless promoter. Raskin is convinced that most of his stories were fabrications and several are demonstrably false. Raskin says the wrecked carcass of the 550 was bought not by Barris but by local physician (and club racer) William Eschrich, who salvaged what he could and trashed the chassis. (Raskin believes Eschrich’s son still owns the original engine.)
Barris claimed that a number of dubious ‘mishaps’ occurred involving Dean’s mangled Porsche.
Although the front boot and rear desk lid appeared to be original, Raskin theorizes that Barris’s car “was cobbled together with sheets of aluminum” and then pummeled with 2x4s to make it look like it had been in an accident.
The original transaxle made its way through several hands before being bought three decades ago by Jack Styles, the longtime parts manager at the Paul Russell’s renowned restoration shop. Last year, Styles sold the unit to Porsche broker/collector Don Ahearn, who offered it on BaT. The listing generated a firestorm of 1,345 comments and bidding that topped out at a disappointing (!) $382,000. But the identity of the buyer turned out to be an even bigger surprise.
Winning bidder Zak Bagans describes himself as “a pioneer in the paranormal field.” He owns the Haunted Museum in Las Vegas, where one of his prize exhibits is Dr. Jack Kervorkian’s so-called ‘death van’. The ‘cursed’ transaxle ought to fit right in.
“It’s going to a freak show,” Raskin says. “George Barris must be dancing in his grave.”
Beauty and elegance are the peculiar characteristics of the cars produced by Porsche during its long history.
Back to the roots, the 356 n. 1 in Gmund, 1948.
A black Porsche 356.
The very first Porsche 356 Speedster in 1954.
A Porsche 356.
A Porsche 356.
A Porsche 356.
Steering wheel and dashboard of a Porsche Type 356, photographed at a trade fair in Cesena, Italy, on March 11, 2012. Photo by Getty Images.
Seven generations of the Porsche 911 in pictures.
Porsche 911.
Porsche 911.
A white Porsche.
Porsche 911.
Porsche 911 Targa.
Porsche 911 Targa.
Porsche 911 Targa.
Porsche 912.
The Japanese police, Porsche 912.
The Japanese police, Porsche 912.
Porsches 912, Swedish police.
Porsche 912, Swedish police, 1966.
Porsche 912, Swedish police, 1970.
The chief of Swedish Police Linda Hansson Staaf on January 31, 2022.
The chief of Swedish Police Linda Hansson Staaf on January 31, 2022.
February 25, 2019. If you want to drive a vintage Porsche on ice, Sweden’s Below Zero School is the place to enroll. Photo by Robert Plotkin for Petrolicious.
February 25, 2019, Sweden. A vintage Porsche on ice, Below Zero School. Photo by Robert Plotkin for Petrolicious.
February 25, 2019, Sweden. A vintage Porsche on ice, Below Zero School. Photo by Robert Plotkin for Petrolicious.
A 1997 Porsche 993.
A 1995 Porsche 993 Turbo.
This photo gallery confirms it without any doubt.
A girl and a Porsche 356.
A girl and a Porsche 356 Speedster.
A girl and a Porsche 356 Speedster.
Even women have always been fascinated by Porsche and have contributed over the years to the diffusion of its myth throughout the world.
A grid girl at the Tour the France Auto. Photo by Christophorus magazine.
A girl on a Porsche 356. Photo by Christophorus magazine.
A girl is putting gas in a Porsche 356. Photo by Christophorus magazine.
A girl and a Porsche 356.
A girl on a Porsche 356. Photo by Christophorus magazine.
A girl in a Porsche 356. Photo by Christophorus magazine.
A woman and a Porsche coupe on October 23, 1954. Photo by Charles Hewitt / Getty Images.
A woman models a cotton printed dress next to a Porsche sportscar in 1957. Photo by Keystone / Getty Images.
A woman and a Porsche 356. Photo by Christophorus magazine.
Four women on a Porsche 356. Photo by Christophorus magazine.
A woman and a Porsche 356. Photo by Christophorus magazine.
Two young ladies wearing a swim suit sit on the bonnet of a Porsche 356.
A girl and a Porsche 356.
A girl and a Porsche 356.
Two women and a Porsche 356. Photo by Christophorus magazine.
A woman and a Porsche 356. Photo by Christophorus magazine.
Two women and a Porsche 356. Photo by Christophorus magazine.
A woman and a Porsche 356. Photo by Christophorus magazine.
The actress Sabine Sesselmann poses on the hood of a Porsche with skis and ski poles in Munich, Germany, in 1959.
A woman on a Porsche 356. Photo by Christophorus magazine.
A SAS hostess on a Porsche 356. Photo by Christophorus magazine.
A woman in a Porsche 356. Photo by Christophorus magazine.
A woman and a Porsche 356. Photo by Christophorus magazine.
A woman and a Porsche 356. Photo by Christophorus magazine.
A woman in a Porsche 356. Photo by Christophorus magazine.
Back in the late 1950's and early 1960's surfing was really catching on and beach bunnies like this did not do anything to discourage the trend. Photo by Nigel Smuckatelli.
A young woman and a Porsche 356 in the early 1960s. Photo by Ullstein Bild via Getty Images.
A blonde girl in a Porsche.
A blonde girl in a Porsche.
A girl in a black Porsche 356.
A girl in a black Porsche 356.
A girl in a black Porsche 356.
A girl and a Porsche 356 550 RSK Speedster Spyder.
A pretty blonde with a Porsche 356.
A pretty blonde with a Porsche 356.
The model Anna Maria Olbrycht and a Porsche 356. Photo by Lella Soper.
A girl with a Porsche 356.
A classy girl and a Porsche 356.
A girl in a bikini and a Porsche 356 550 RSK Speedster Spyder.
A pretty blonde with a Porsche 356.
Nicole Kidman as Grace Kelly and a Porsche 356.
Nicole Kidman.
A black Porsche.
A black Porsche 911.
A 1964 Porsche 911 ad.
A Porsche 911 ad. When it comes to vintage print ads, literally no one even comes close to the brilliant and creative copy the advertising execs working for Porsche came up.
An advertisement for a Porsche Carrera RS 1974 for Sweden in a workshop setting, the girl is working on the engine. The price of 65,000 Swedish Kronor coverts to $US 10,100 without adjustment for inflation - wouldn't it be nice to be able to get a new one at that price now!
A 1970 - 1979 Porsche ad.
A Porsche ad.
An old German Porsche ad.
A Porsche 911 ad.
A girl in a bikini and a black Porsche 911. Photo by Christophorus magazine.
A young woman stands next to a Porsche model 911/912, probably from the mid-1960s. Photo by Ullstein Bild / via Getty Images.
Paris, August 12, 1970. Tanya Lopert, American, posing seated on the front passenger side seat of a Porsche. Photo by Jean-Claude Deutsch / Paris Match via Getty Images.
A girl and a Porsche.
A girl in a Porsche.
A girl and a Porsche.
A girl in a Porsche.
A girl and a Porsche.
A naked girl in a Porsche.
A blonde girl and a Porsche.
The mystery of the 1967 Porsche 911 S with a stainless steel body.
A girl in a Porsche 911.
A woman and a Porsche. Photo by Linhbergh Nguyen.
The Swedish actress Sofia Helin with Saga’s Porsche which was sold at auction for £125k.
Model Harriadne Beau drives a 1973 Porsche Carrera in new TV series.
A woman and a Porsche 911 Carrera RS 2.7.
A girl in a bikini in a Porsche Carrera.
A girl and an Irish green 1966 Porsche 912.
A girl and an Irish green 1966 Porsche 912.
A girl in a bikini and a black Porsche 912.
A girl and a Porsche 912. Photo by Sarah Louise Kinsella.
A girl and a Porsche 912.
A Porsche 914 ad.
A Porsche 914 ad.
Obviously these two attractive models from the lingerie manufacturer Triumph (München) like this Porsche 914/6 – Rutesheim Athletics Club, Baden-Württemberg, Germany, 1969.
Two girls in a bikini on an orange Porsche 914.
A blonde girl in a Porsche 964.
A girl in a Porsche 993 Targa.
A girl and a Porsche 993 which is having an accident to look at her.
The Australian model Isabelle Mathers and a black Porsche 993.
A woman and a black Porsche Carrera 4 on the snow.
A woman and a black Porsche Carrera 4 on the snow.
Maria Sharapova attends the Maria Sharapova and Friends event presented by Porsche on December 12, 2015 in Los Angeles, California. Photo by Angela Weiss / Getty Images for Porsche.
Tennis player Maria Sharapova poses next to a Porsche 956 C race car at the Porsche Museum on April 22, 2013 in Stuttgart, Germany. Photo by Alexander Hassenstein / Bongarts / Getty Images.
Maria Sharapova poses next to a Porsche 911 2.0 Coupe at the Porsche Museum on April 22, 2013 in Stuttgart, Germany. Photo by Alexander Hassenstein / Bongarts / Getty Images.
Maria Sharapova poses with her trophy and a blue Porsche 911 Carrera 4S Cabriolet, after winning her final match against Na Li (not in picture) during Day 7 of the Porsche Tennis Grand Prix at Porsche-Arena on April 28, 2013 in Stuttgart, Germany. Photo by Dennis Grombkowski / Bongarts / Getty Images.
Maria Sharapova poses during a Porsche shooting on July 11, 2013 in Manhattan Beach, California. Photo by Angela Weiss / Getty Images for Porsche.
Porsche Brand Ambassador Maria Sharapova attends the presentation of her personalised Panamera GTS on February 04, 2014 in Sochi, Russia. Photo by Alexander Hassenstein / Getty Images for Porsche.
Maria Sharapova celebrates her 27th birthday in a dirndl dress with her team at the run-up of the Porsche Tennis Grand Prix 2014 at the Breuninger fashion house on April 19, 2014 in Stuttgart, Germany. Photo by Alexander Hassenstein / Getty Images for Porsche.
Maria Sharapova drops in at Porsche Mayfair to go for a spin in the UK's only brand new Porsche Boxster Spyder, on her way to the WTA pre-Wimbledon party at Kensington Roof Gardens, on June 25, 2015 in London, England. Photo by David M. Benett / Getty Images.
Maria Sharapova poses after driving with Mark Webber in the high performance sports car Porsche 911 RT2 RS on the Weissach race track before the start of the Porsche Tennis Grand Prix tennis tournament on April 20, 2018 in Stuttgart, Germany. Photo by Alexander Hassenstein / Getty Images for Porsche.
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