Porsche Showroom


German brand Porsche may be best known for the iconic 911 sports car, but it has grown a range of other luxury performance cars, including the smaller 718 two-door, Panamera flagship sedan, Taycan electric sedan, and two SUVs, the Macan and Cayenne. It operates 14 Porsche Centres across Australia.

Price Range
$89,300 - $598,300*
3 year
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| Convertible
3 badges available
$ 122,000 - $ 311,900* MRLP


| Convertible
12 badges available
$ 259,100 - $ 598,300* MRLP


6 badges available
$ 134,300 - $ 351,900* MRLP


3 badges available
$ 89,300 - $ 137,300* MRLP


| Wagon
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$ 206,800 - $ 433,500* MRLP


| Wagon
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$ 158,100 - $ 351,000* MRLP
2022 Porsche Macan T review
Review | 21 Nov 2022


Porsche has jazzed up its ageing, entry-level medium SUV with some sporty tweaks that will speak to some buyers – but perhaps not all.
2022 Porsche 911 GT3 review
Review | 9 Nov 2022


We take Porsche's track-ready 911 GT3 and put it through the rigours of life as a daily driver. Can it handle life in the slow lane too?
2023 Porsche 911 GT3 RS review: International first drive
Launch Review | 8 Oct 2022


No matter how much performance Porsche has squeezed out of the 911, the most thrilling driving experiences have always come with the RS.

2022 Porsche Taycan Turbo S review: Porsche's flagship electric spaceship!
Review | 31 Aug 2022


Porsche backflips, confirms future hypercar is in development – UPDATE
New Models | 16 Dec 2022
Porsche will have a new hypercar after 2025, CEO Oliver Blume has confirmed.
Configurator Challenge: Lamborghini Huracan Sterrato vs Porsche 911 Dakar
news | 3 Dec 2022
It's a battle between off-road supercars this week: the Lamborghini Huracan Sterrato vs the Porsche 911 Dakar.
Australia’s Top 10 most expensive new cars in 2022
news | 28 Nov 2022
If you think you’ve been particularly good this year – or just want to browse the top end of the new car market – take a look at the top 10 highest-priced new cars in Australia for 2022.

Electric 2024 Porsche Macan battery and power figures confirmed – report
New Models | 24 Nov 2022
Performance and battery specifications for the 2024 Porsche Macan have been confirmed ahead of the car's unveiling.

Porsche CarAdvice

The 2022 FIFA World Cup... and the best cars made by every competing nation
Culture | 2 Dec 2022
With the 2022 FIFA World Cup in full swing, here's how the finalists shape up in terms of car manufacturing.
Polestar wants to take on the Porsche 911 with its new roadsterPlayIconRounded
Features | 28 Nov 2022
Drive TV – catch up on seasons 1–3 herePlayIconRounded
27 Nov 2022

Porsche Experience: One of the greatest days out
Culture | 20 Nov 2022
Exotic race cars, a group of incredible women, professional instructors and a racetrack – count me in. I got the opportunity to pilot an extraordinary line-up of Porsche's and it's something you can book for yourself.
2021 Porsche Cayman GTS: owner review
Owner Review | 4 Nov 2022
2020 Porsche 718 Cayman: owner review
Owner Review | 8 Jun 2021
After dreaming about Porsche ownership for over 40 years, it has finally happened. Previous to the Cayman, I decided to try what was on offer from Europe, in the form of a Golf R Mk7.5 and then a 2018 Audi RS3. Both cars impressed me with their build quality and performance, but the Cayman really shines in the handling and overall quality built into the car. Previous to the European experiment, I had a succession of Holdens, sedans and then Ute's, all of which were good, reliable transport. Being a base Cayman 718, it is the entry level car of the 718 Model, and this particular car was a Dealer floor stock car, so it was not heavily optioned, which made the drive away cost slightly less eye watering than if I had ordered on with multiple options. Performance is comparable to the Golf R in a straight line, but where it really shines is in the way it handles. Weighing in at 1365kg, it is quite a bit lighter than both the Golf and the RS3, and the power /torque is similar to the Golf and about 100HP less than the RS3, so it really has go cart like handling and feels very nimble and I certainly don't feel like I'm missing out on the performance front. Around Town it drinks 98RON at about 9.5l/100k and easily returns 7.5/100k or better on a trip, depending on how you drive it. Creature comforts are good, with the best seats I have ever sat in ( 14 way adjustable option ) and great aircon. Storage is adequate in the Cabin, but having both a font and rear " boot " it can swallow up and amazing amount of bags...but of the soft variety to make best use of the available space. It is not a large car, so is very easy to wash and keep looking good. Fit and finish are excellent, with no rattles or squeaks after 6 months of ownership. The car was optioned up by the Dealer with a 20 inch wheel option, the 14 way electric seats, the GT steering wheel, smokers package ( only to get you an extra 12V socket ) and sundry other small options, but that still pushed the driveaway cost up to an attention getting cost north of $140K. Porsche option prices are legendary, and you can easily option your way right into the next model Cayman S territory by ticking boxes. The drivers seating position is near perfect, but it is a long way down...if you have a bad back , or are carrying a few extra kilos, best try one on for size before committing ! Negatives....the cost, but it is what it is, and the tyre roar on the 20 inch wheels/tyre combo on coarse chip bitumen roads. That's about all I have on my " Cons " list so far. Was it worth the 40 plus year wait and the cost...Yep.
2014 Porsche Boxster S: owner review
Owner Review | 18 Sep 2020
I find Porsche ownership is a strange thing. As a brand, they sit toeing the line of attainable sportscars and all-out Supercars. I loved my 911 for it’s uniqueness in that sense. Usable, rewarding and a certain feel that you just can’t match with other marques. But when I took the 718 out, I was left feeling a little empty. Sure, it looked fantastic and you simply couldn’t argue that the sweet handling and punchy, smooth turbo kicking in weren’t a good package, but it lacked that Porsche feeling that I’d grown to love. It felt like they’d took some of the Box out of the Boxster. So I took a bit of a backwards step. And thought I’d take a 981 Boxster S out. It was well-received rather widely in its time and strong residuals seem to indicate that there must be something to love about it. The executive summary here is that after 10 minutes behind the wheel, I bought it home. The long way. Porsche is renowned for evolution; with the Boxster, Cayman and 911 now sharing a growing lineage of tweaked and fettled models resulting in what we have today. Park a late 981 next to a 718 and the un-initiated will struggle to count the differences on a hand or two. The 981 shaves some 35 kilos off the 987 and picks up the story where it left off. My 911 was fairly modified on top of the X51 pack that it had out of the factory; but some 20 years later you can’t help but notice its age. Some of the modifications make it a little labourious to live with day to day, so I was hoping to land something that captured some of its ‘Porsche-isms’ whilst adding some creature comforts and modern mod-cons. The first thing that I noticed when slipping into the driver’s seat (other than the Porsche – shaped key which could happily sit on display on a coffee table) was that the build quality was top notch. Perhaps what you’d expect of a modern Porsche. Everything operates with an assertive click, everything fits nicely and surfaces have a nice, tactile finish. The LED tail lights and the pinnacle of the rear end flow into the active spoiler gorgeously. The leather seats hold you in the right places and are an ideal fit for me; although I have read of taller people complaining that they aren’t quite right for them. Maybe you either have a Porsche frame or you don’t, luckily for me I can make do (and turns out I’d soon be putting that to the ultimate test.) Everything fits for me, the seating position is sublime, the rake of the flat bottomed wheel just right. The Porsche Entertainment Centre can be a bit intimidating on first impressions. The M3 and its iDrive combines everything in the palm of your hands, whereas in the Boxster has a fair few buttons. The layout of said buttons however is surprisingly intuitive and I never find myself floating about with my eyes off the road for too long to operate the necessities. Except for setting the clock. I’ve had to google that 5 times and still can’t remember. Started her up to a snarl from the 3.4 flat-six which immediately made me feel more at home than the 718 did. Prodding the sport button amplifies things a little, opening up the sports exhaust valves and raising the revs slightly. The 981 was probably well placed as a 996 replacement for me, sharing a similar sized engine, although down on power although I was critical how life with PDK would be rather than a six-speed. The test drive was sedate, but a week later I came back to pick her up and decided to take a cruise up through the Blue Mountains. I always find that initial lingering buyer’s remorse is soon validated or obliterated after 10 minutes on a twisty road. The drive until such a point where things got interesting was surprisingly smooth for a sports car. Bumps and deformities on the road were swallowed up with little drama. Many will disagree, suggesting that the ride is hard – which it is, particularly due to a combination of low profile tyres and 19-inch rims but for me it’s to be expected. I’d actually find it a crying shame to have a sports car that was all soft as it erodes the sense of occasion in my opinion. That, and the suspension in my 911 was rock-hard making this positively well-rounded by comparison. Road noise is minimal considering this is a mid-engined, soft-topped roadster and the Bose premium sound system as far as factory solutions go is excellent at drowning out what noise does emanate in. In the past I have found switching P-Zeros for Michelins has yielded even quitter results and if the Cup 2’s that I’ve had are anything to go buy, should tighten up the handling even more. Highs and lows sing through with great separation, and I’m yet to hear a hint of distortion. Surprisingly, the handsfree noise cancellation when taking on the Bluetooth hands free is well-performing. I do a lot of my work behind the wheel (i.e. catching up with phone calls) and to my surprise, my hard-of-hearing mother asked if I was in the office when in fact I was cruising at 80kph with the roof down. In auto mode, the PDK (or Porsche Doppelkupplung if you’re charging by-the-syllable) shifted slickly through the gears and the whole thing was seeming a little sedate. PDK is essentially two gearboxes in one, using two separate input shafts. One half drives the car whilst the other effectively pre-selects the next gear. One clutch opens and one Closes in unison, making for absurdly quick gear changes. Many don’t like dual clutch boxes; but you can’t help but marvel. There was a slightly numb feeling to the steering – owing to the electrical assistance. Usually a big no-no from me and surely something I’d grow to miss over the sublime feedback of my 996. An hour in, the landscape started to become a series of seemingly ending S bends, carving out a pass through the mountains. Play time. Gear stick shunted to the left and the car indicates that I’m in manual mode. Prodded my new-favourite sports button, and dropped the roof for good measure which retracts in 5 seconds or so. Coming out of the first bend I flicked down a gear and gave the throttle a jab and was rewarded by a twitch from the rear end and a snort from the engine that peaked my curiosity. Hitting a straight bit of road and unleashing the 300 horse power available and the progress was surprisingly quick, with the PDK preparing and selecting gears as if a co-pilot was sat in the passenger’s seat. A few more hard bends ahead and I feel myself braking later and later, accelerating sooner and engaging in this one-band symphony. At speed and pace, the low-speed numbness is replaced by an assured precision. The steering gains a weight that always lets you know what the car is doing as the body rotates around you. Then there are the brakes. As I get more and more daring, the brakes remain firm, modulated and frankly, brilliant. There was no hint of fade, just consistent, predictable performance without ever feeling too grabby or slack at any given speed. Combined with the sturdy composure of the chassis you really start to be involved with each act of the ballet. The flat-six takes centre stage in this orchestra of octane and whilst subtle around town with the sports button de-activated, springs to life with a vengeance when it matters. Sports mode, closing on the redline in third gear is simply intoxicating as the engine and exhaust let out a throaty yelp. The throttle response is tightened up and the naturally aspirated 3.4 screams as it hurtles you along producing 315bhp at 6,700 rpm. The throttle response is crispier than a bucket of KFC with no catapulting as you’d get with a typical turbocharged car. The induction from the mid-mounted engine gulping in air level with your ears, the exhaust burbling as you ease off the gas, the smell from the hot engine and rubber as you slow down. Three hours had passed like a lucid dream. Ok so there isn’t as much of a presence of mid-range torque but much like my M3 (and more-so infact), you soon learn that this car isn’t about shredding tyres and out-gunning v8’s from the lights. The progression is linear and predictable and you can just flow through corners. Whilst you’re aware that you’re not in the ultimate performance car, you never once feel like you need more. My time taking trips through the mountains however was short-lived as I now had to relocate back to WA in 5 days time. But I couldn’t bring myself to hand over my new infactuation to the car-carriers and in a spur of the moment decision decided that I’d somehow pack an appartment’s worth of contents into the Porsche and make the 4,000 kilometer commute. Challenge accepted. A 32-inch tv behind the passenger’s seat, a bag of clothes in the footwell, laptops, toiletries in the front-trunk or ‘frunk’ and the back bursting at the seams with shoes, car cleaning products and books. My initial thought was amazement that this little sports car could swallow so many of my worldly possessions in such a way that I could still drop the roof and enjoy the car as intended. The small setting of the cabin seemed to become a Tardis of practicality. I took the cross-country route heading up past Port Augusta, and hitting the Nullarbor, before eventually cruising past the Goldfields of WA and ending up at home. Being a (in hindsight, probably none-too-wise) spontaneous trip, I scantily prepared fuel stops and provisions namely a 10 minute google of ‘are there fuel stations along the Nullarbor?’ followed by grabbing three litre-bottles of water and a can of tyre sealant at the nearest servo. A text to a buddy to narrow down the search if I happened to disappear at any given day and I was on my way. I clocked up around 1,000 kms a day driving on average for 10 hours, starting at 7am each day and getting off the road by 4.30. I’m no engineer, but I quickly came to the conclusion that a kangaroo (or as I’d later come across, a meter-tall eagle) would make light work of a sportscar, even with a cubic meter of shoes in the front end. I didn’t once get struck by back pain throughout the trip and the spritely, punchy engine kept things interesting, especially in the rare moments not spent in a straight line. The whole affair was fault free and at pace I even managed a 6.9l/100km which I struggled to comprehend in a sports car. For context, my partner’s Honda Jazz averaged the same and that didn’t do the century sprint in 4.5 seconds. The Boxster S is one of those cars where I really don’t have much to say in the summary of things I don’t like. I hate the PDK’s steering wheel mounted toggle switches. They feature a gear up and down on each side and it’s simply a fumble to use. Give me paddles any day. In fact, I actually preferred to use the stick to chirp up and down the gearbox; and it does make me wonder if this is one of those cars that I would actually enjoy the art of driving more in if it had a manual gearbox. Similar to sitting in a car making vroom vroom noises, having the manual operation via the gear stick gave back some of the engagement that you’d get in a three-pedal car and I find myself reaching for it whenever the road gets more engaging. Being the stick is normal sized as opposed to the short, stubby selector you often get in dual clutch cars, it gave a good alternative to the wheel-mounted buttons. Despite it’s capabilities, it very much epitomises a car that you enjoy driving rather than a car that needs to be out-and-out fast and PDK seems like it would be more-useful in a car with more power. I’ve driven a GT2RS and it makes much more sense there. The Boxster has been flawless for me - for a brief period the PSM would de-activate until the car was restarted which is something I'll keep an eye on (I would suggest it had to be a sensor or wiring) - the car wasn't driven much at the time and I later discovered a slow-puncture which could have been the culprit. Outside of that I have changed the oil a couple of times, but I've only put on 8,000 or so kms since purchasing it at a guess. All in all I’ve had a couple of fantastic adventures with the Boxster S over the past two years. It was once regarded as a ‘poor man’s Porsche’, but as testament to how things have improved, the 981 will lap the infamous Nurburgring a second faster than a base e92 M3; the territory of things such as the lightweight Alfa 4c, the Audi R8 V8 and 996 911. At $150k new and now falling under $90k they are representing ever-better value for money. It’s the quintessential sportscar. Usable day to day, but feels at home on a long, twisty, ray-ban clad drive on a Sunday morning. In my humble opinion, it simply looks stunning from all angles stationary or not and piloting it around town instantly tugs at the emotions that we live in as petrolheads. It seems that I mention it when thinking about cars from the 2014-2018 era more and more, but with climate changes making things smaller, more efficient and turbocharged, cars like the 981 are starting to represent the last hurrahs of cars that truly feel like they have a soul and capture your heart.

1986 Porsche 944 Turbo review
Owner Review | 25 Sep 2019
Unfortunately I no longer own my 1986 944 Turbo as I sold it almost 10 years ago. And as it so often happens, what was once considered quite an unfashionable Porsche is now becoming quite a sought after model. Thinking about the 944 in this way I do feel pangs of regret that I no longer have it. However as I think of the expense of keeping it maintained and running, along with the questionable reliability that is associated with a 25 year old car, then I tend to get over any sellers remorse. When I bought the car it was about 10 years old and well maintained as had been previously owned by a fairly fastidious enthusiast. It wasn't concourse condition but was well above average for it's age. How did it go? Well that depends upon which era of vehicles you compare it to. Compared to cars up to around the mid 2000's then it was quite quick with a real world 0 - 100 KPH time of about 6 seconds. Power delivery from the turbo 4 was more linear than most of the turbos of that era however compared to todays turbos it was quite laggy with a fairly abrupt transition from "not much happening" to "everything starting to happen" at about 3500rpm. I guess that outright acceleration would be similar to a naturally aspirated 911 of similar vintage but the 911 would be much more responsive from lower revs. Also, even at full noise the turbo 4 had none of the aural excitement that the 911 was, and still is famous for. As for handling, this is where the 944's had it over the 911's. 944's were perfectly balanced with a comparitively light 4 cylinder engine at the front and a gearbox / transaxle setup at the back. Also making life easier for the driver was a much more modern driving position with well positioned pedals, precise and easy to use gearbox and excellent steering and good brakes. Perhaps this was one of the failures of the 944 in that it was so competent and practical that it failed to excite or challange drivers who would be spending significant amounts of money to buy one. I think that's probably how I felt when I decided to sell it. It was fun but not special enough to justify the expense and all the other inconveniences that are part and parcel of owning an aging sports car. One thing about owning an old car is that it makes you appreciate how comfortable, reliable, safe and technoloically advanced cars have now become. Most of the time that's a good thing, but occasionally it's so good to be able to go back in time.
* 'MRLP' is the manufacturer’s recommended list price as provided by our data provider and is subject to change, so is provided to you for indicative purposes only. Please note that MRLP is inclusive of GST, but is exclusive of any options and does not include on-road costs such as registration, CTP, stamp duty and dealer delivery. Where an MRLP is stated as a price range, this reflects the lowest to highest MRLP provided for that model range across the available variants.