Porsche

  • 2020 Porsche 718 Boxster T Handles It All 2020 Porsche 718 Boxster T Handles It All

    Porsche's special-edition Boxster bundles corner-carving goodies but doesn't forget about the commute.

    Sports cars don't ride this well. After a few miles, disbelief turns to awe. You see, this Porsche Boxster T is aimed directly at the lunatic fringe of car buyers who crave the sportiest handling in a base Boxster. We had a short drive of a European-spec Boxster T in 2019, but we've now spent a few days surfing the potholes and shattered asphalt of our home turf in the United States version. And an apex-slaying suspension just isn't supposed to be this livable.

    Porsche makes all of the Boxster's chassis goodies standard in the T and then sprinkles some Ferry dust on the whole thing. The suppleness is surprising considering the T model is equipped with a sport suspension that drops the Boxster nearly an inch (20 mm) and includes 20-inch wheels with tires whose sidewalls appear to offer all the impact protection of a leather helmet. And yet, the Boxster T's ride compliance betters that of many sports sedans. No crash, no smash, no harshness.

    Vital to the ride quality are the sport package's standard adaptive dampers—PASM in Porsche language—that adeptly smooths those high-frequency jolts that tend to discombobulate performance cars. A button next to the shifter allows the driver to tighten up the dampers' responses, but there's no real reason to take them out of Normal mode since they continuously adapt to how hard you're driving and whatever bad breaks the road throws at them. But, if you want to ruin the ride, go right ahead and select Sport.

    If that over-the-road grace is surprising, the Boxster T's handling isn't. Like a regular Boxster or Boxster S, the T's moves and primary controls foster a close connection that shrinks the car around you. In addition to the sport suspension and 20-inch wheels, the T model makes a few other optional bits standard fare. Every Boxster T comes with brake-based torque vectoring that helps rotate the car into corners and active engine mounts that stiffen or soften to help keep engine motions from upsetting the handling.

    A small-diameter sport steering wheel with a drive-mode selector knob is also standard. As precise as the atomic clock, the steering sends all the right signals from the tires and road without any kick or ugliness.

    What the T doesn't add is more power. Bolted in behind the driver is the same 300-hp 2.0-liter flat-four that has powered the base Boxster since 2017. The 2.0-liter pulls hard from low rpm once the turbo lights things up, and the engine delivers more than enough acceleration to dispel your regrets over foregoing the 350-hp Boxster S. The flat-four issues a guttural grumble, especially at idle, but the sound improves when zinged to the 7500-rpm redline. The engine will never be confused with a BMW inline-six—or even Porsche's flat-sixes—but tries to compensate for its inability to carry a tune with an angry exhaust note.

    Coupled with the optional seven-speed dual-clutch automatic transmission ($3730), we expect the Boxster T to get to 60 mph in 3.8 seconds, the same time as a mechanically identical PDK Boxster we tested back in 2017. All automatic T models will be able to repeat that performance as many times as you please, since they come standard with the Sport Chrono Package that adds the all-important launch-control function. Left foot on the brake pedal, floor the accelerator, release the brakes, and there you have it: the perfect launch, easy enough to merit an infomercial.

    Still, we'd skip the dual-clutch automatic in favor of the six-speed manual. Not only is it's less expensive, but it's more in keeping with the driving-joy ethos of the T. In our testing of the non-T Boxster manual, the DIY gearbox runs to 60 mph in 4.3 seconds. Plenty quick.

    Some Boxster buyers might wonder about the T's cloth and leather seats. Porsche's puritanical models of the past—the 1988 911 Club Sport, the 1992 911 RS America, and the 1993 911 Speedster—came with pinstriped cloth upholstery, and the T's cloth seats speak to its mission statement. Cloth is grippier than leather, so the thinking is that since you love corners enough to buy this car, you'll want the cloth holding your butt in place. Fabric door pulls replace door handles, another nod to Porsche's racing heritage and the GT models. Our test car wore the T Interior Package ($2770) that adds contrasting stitching throughout and a few bits of trim. At $2770, the option seems expensive for the minor dress-up.

    The Boxster T starts at $69,850, or $8900 more than the base Boxster. With one exception, it's possible to add the T's many chassis options to a base Boxster, and the price works out to be about the same as the T. What you miss out on are the T's even lower Sport suspension (a 0.8-inch drop versus 0.4 inch) and its heritage-inspired cloth interior and door pulls. And, while you can build a Boxster to mimic most of the T's goodies, it's unlikely you'd ever find one on a dealer lot. By bundling these options in a new model, dealers can easily order an enthusiast special, and enthusiasts can skip the special order from Stuttgart. The T makes a handling-optimized Boxster easy to find, and its ride makes it easy to drive every day.

    Source: caranddriver.com

  • 2021 Porsche 911 Turbo S First Test: Sets the World on Fire Porsche 911 Turbo S

    The blazing Turbo S is the second-quickest production car MotorTrend has ever tested.

    The target: 0-60 mph in 2.3 seconds. That's the record and the bar by which all other production cars will be measured. Only two have ever accelerated to 60 mph so quickly, the 2017 Tesla Model S P100D and now, the 2021 Porsche 911 Turbo S we tested recently.

    If you haven't noticed, we don't do ties at MotorTrend; every comparison has to have a winner. To find one, I asked road test editor Chris Walton to go to the electron microscope and scrutinize the results. Our 20-hertz Vbox GPS data logger measures a vehicle's position 20 times per second to give us extremely accurate results, but we round to the nearest 10th of a second for our published results. This rarely causes an issue, but it matters in this case.

    Direct from the data file, the new 2021 Porsche 911 Turbo S needs only 2.348666958 seconds to hit 60 mph from a standstill. The Tesla was infinitesimally quicker, needing just 2.275507139 seconds. Holster your calculator, that's a difference of just 0.073159819 second. An actual blink of the eye takes 0.1 to 0.4 seconds, per Harvard Medical School.

    It's worth noting that although the Vbox gives data to the ninth decimal place, the company officially certifies the accuracy to 0.01 second. That puts the Tesla at 2.28 seconds and the Porsche at a 2.35-second time that rounds down.

    Porsche Vs. Tesla

    Don't think this means the Tesla will win a proper drag race, though. The Model S gets the holeshot, hitting 30 mph in 0.87 second to the Porsche's 0.94, but it starts to lose steam at higher speeds. A 10.5-second quarter mile at 125.0 mph is ludicrously quick for a production car on street tires, but it's not quick enough to beat a 2021 Porsche 911 Turbo S at the test track. The Porsche might launch fractionally softer, but once it's moving the 911 will run down the Tesla before the finish line with a 10.3-second quarter mile and a trap speed of 132.3 mph.

    It's worth dwelling on the spec chart a little longer here. The quickest production cars MotorTrend has ever tested are a 680-hp, 4,891-pound battery-electric sedan, and now a 640-hp, 3,628-pound twin-turbo six-cylinder coupe. Neither is the lightest in its class by a long shot nor are they even close to being the most powerful. Neither wore the world's stickiest street tires: the Tesla rode on Michelin Pilot Super Sports, the 911 on Pirelli P Zeros. What these cars are, then, are two of the best-engineered and best-programmed, factory-built, all-wheel-drive, street-legal drag racers in America.

    Of course, the 2021 Porsche 911 Turbo S we tested does a lot more than drag race. Keep looking down the chart, and you'll see it stops from 60 mph in 97 feet, which is supercar territory but not a record. Remember, that's on plain old P Zeros, not Corsas or Trofeos, which makes its performance more impressive.

    The skidpad and figure-eight tests tell the same story. Achieving 1.10 average lateral gs on the skidpad is a crazy number, as is a 22.5-second figure-eight lap at 0.96 average cumulative g. Those are both in the top 10 all-time, again on regular Pirelli P Zeros. Put this monster Porsche Turbo S on a racetrack such as WeatherTech Raceway Laguna Seca, and, despite its tires, it'll put down a lap time within 0.7 second of a 711-hp Ferrari F8 Tributo.

    (Nearly) Unmatched Performance

    What this 2021 Porsche 911 Turbo S is capable of when tested to its limits, objectively speaking, is nearly unmatched. And anyone who can come up with $204,850 can walk into a Porsche store today and buy one (technically, $211,380 including just the performance options on our test car).

    Subjectively speaking, it's nearly as superlative. On the road, the Turbo S is pure magic. The way it moves feels organic, like the way an athlete moves, or a wild animal. Drivers of every skill level are immediately comfortable driving way, way over the speed limit—and right to their, and the car's, limits. Read that again. A car that comes within a hair of setting performance records across the board is also incredibly confidence-inspiring and easy to drive quickly, despite relying on a strong sports-car tire rather than a proper supercar tire.

    The 2021 Porsche 911 Turbo S does have a limit, though. Blame the tires, blame that Turbo genealogy, but for as much Porsche GT personality as it has on the street, the 911 Turbo S loses something on the track. It becomes a bit cold and clinical on a road course. Would a set of Trofeos or Pilot Sport Cup 2s fix that? We'd love to find out. Either way, this test proved it already nips at the heels of the mighty, previous-generation 911 GT2 RS. Give it real running shoes, Porsche, and let's find out.

    Source: motortrend

  • 2021 Porsche Panamera Turbo S E-Hybrid Sport Turismo: Turbo Juiced to 690 Horspower 2021 Porsche Panamera Turbo S E-Hybrid Sport Turismo: Turbo Juiced to 690 Horspower

    Highlighted by the Sport Turismo wagon model, Porsche's updated Panamera Turbo S E-Hybrid gains power, refinement, and 30 percent more electric range.

    Recent headlines regarding Porsche's four-door cars have naturally gravitated to the company's new Taycan electric sedan. And given the performance of the 750-hp Taycan Turbo S—the most powerful Porsche currently available—that hype is understandable. But Porsche has partially electrified its Panamera sedan and Sport Turismo wagon (and Cayenne SUV) for several years now with some spectacular results. For the 2021 model year, a range of updates comes to the second-generation Panamera lineup, with the most anticipated of those changes being an uptick in power, performance, and refinement for the range-topping Turbo S E-Hybrid models.

    Although the Panamera Sport Turismo has been around since 2018, the wagon remains a rare bird, even in car-crazy Los Angeles. Our 2021 Turbo S E-Hybrid test car has been collecting lustful stares all morning, even from a few Tesla drivers. Exterior changes are subtle. Aside from new wheel designs, the previously optional SportDesign front fascia is now standard; a reconfigured SportDesign package, with or without carbon fiber, is in the works. To bring the car's rear end in line with the look of the brand's fresher sports cars and SUVs, a continuous light strip now spreads across its tail. The only upgrade inside is a new steering wheel with simplified audio and information controls. Our German-spec example was not fitted with a panoramic glass roof, but it will remain standard on United States models.

    Mechanically, things haven't changed much either. The plug-in Turbo S E-Hybrid retains its all-wheel-drive system, twin-turbo 4.0-liter V-8, and an electric motor integrated into its eight-speed dual-clutch PDK automatic transmission. Engine calibration enhancements have increased the V-8's output from 550 horsepower to 563. Peak torque stays at 567 pound-feet, and the electric motor contributes an additional 134 horsepower and 195 pound-feet. As a result, combined horsepower climbs from 680 to 690. And with 642 pound-feet of total torque plus a low 5.97:1 first gear, hard launches strain back muscles and rearrange bodily fluids more than ever. Tummies twizzle.

    Porsche says the updates shorten the wagon's 60-mph dash from 3.2 seconds to 3.0 flat, but we've already clocked a 2.7-second run from a 2018 Turbo S E-Hybrid Sport Turismo, which also covered the quarter-mile in 11.0 seconds at 126 mph. We won't know for sure until we get the updated car to the test track, but the 2021 model should shave a tenth of a second from those times. Porsche also claims a 196-mph top speed, which is an increase of 4 mph. We'll buy it.

    The most significant powertrain upgrade is an increase in battery capacity from 14.1 kWh to 17.9 kWh, which ups the Turbo S E-Hybrid's all-electric driving range by 30 percent. On a full charge in the E-Power driving mode, there are now enough electrons for about 20 miles of travel. But get aggressive with the throttle, and the V-8 fires up quickly to deliver a boost of power.

    Hybrid mode maximizes the system's efficiency by blending both power sources with remarkable refinement, running the engine only when necessary to either charge the battery or answer your request for harder acceleration. "We spent a lot of time under the hood optimizing engine and suspension systems to enhance the bandwidth between performance and comfort," said Thomas Friemuth, vice president of the Panamera model line. EPA fuel-economy estimates aren't finalized yet, but the current car's 48-MPGe and 20-mpg combined ratings aren't expected to change.

    Sport and Sport Plus modes keep the engine running and retune the transmission for more immediate response. They also dial up the volume of the active exhaust system, giving the V-8 a thumpy idle and a pleasant growl. The Turbo S E-Hybrid's adjustable air springs use the same hardware as before, but ride quality has been improved, and the range between the suspension's three settings have been broadened. Normal is a bit softer than before and Sport Plus a bit stiffer, but each setup retains the relatively supple ride quality and excellent body control that we've previously been impressed with.

    The Turbo S E-Hybrid's regenerative braking system helps replenish the battery pack rather quickly. A half hour of moderately quick driving in the hills above Malibu increased our indicated electric range from 7 to 21 miles. Porsche has also made some adjustments to the Panamera's Porsche Dynamic Chassis Control Sport system, which governs the car's active anti-roll bars, torque-vectoring system, rear-axle steering, and more. There's more steering feel than in other big sedans and wagons, and a new electromechanical brake booster seems to have eliminated the brake pedal's previously squishy transition from regenerative to friction braking. Massive carbon-ceramic rotors with Acid Green-painted calipers are still standard.

    Porsche continues to mount the battery pack under the Turbo S E-Hybrid's cargo floor to help balance the weight of the chassis, which helps lend the car incredible grip and agility. You can notice some road noise from the updated 21-inch Michelin Pilot Sport 4 S summer tires (275/35R-21s in front and 325/30R-21s in the rear), but their impressive grip is a fair tradeoff. Despite weighing around 5300 pounds, we recorded 0.99 g of stick on the skidpad from the previous version of this electrified wagon. While it does feel big and heavy on the road, it's also seriously quick, stupendously stable, and it simply explodes from corner to corner.

    Pricing for Turbo S E-Hybrid versions of the Panamera and Panamera Sport Turismo will be released closer to the cars' availability in spring, but we'd expect slight increases over their current base prices of $189,050 and $193,050, respectively. With its improved performance and additional refinement, we could make a case for the top Sport Turismo model as Porsche's best all-around car. Sure, both the electric Taycan Turbo S and the updated 911 Turbo S are quicker, and we'd rather have one of the company's GT sports cars for pure driving joy. But none of them combines speed, comfort, efficiency, and versatility as stupefyingly well as the Panamera Turbo S E-Hybrid Sport Turismo. It may be the perfect ride for the deep-pocketed enthusiast with a family and a single parking space.

    Source: carandriver.com

  • 2022 Porsche 911 GT3 First Ride Review: Big Talent Porsche 911 GT3

    Up close and personal with one of the year’s most anticipated driver’s cars.

    There's the merest hint of a twitch, caught instantly with the tiniest flick of the wrists. Andy Preuninger keeps his foot down. The corner opens onto a short straight running between trees with hints of the red and gold and brown of autumn among the green. The tach needle swings past 8,000 rpm, a steely manic snarl behind us as Preuninger reaches for the shifter on the center console and plucks the next gear. "A Porsche 911 GT3 is like a human being," he says, watching like a hawk for damp patches on the tarmac. "It likes warmth. It likes operating in the same temperatures we do, 15 to 25 degrees centigrade. When the dampers and the tires are cold it communicates that it's not happy."

    Andreas Preuninger's anthropomorphism is not misplaced: As head of the department that engineers and develops Porsche's high-performance GT models, the 2022 Porsche 911 GT3 is, like every GT3 since the 996.2 model, very much his baby. And from where I'm sitting, in the passenger seat of a lightly camouflaged prototype that Preuninger says is basically 99 percent the production car, it feels a preternaturally talented one.

    There's been a lot of anxious speculation about this new 911 GT3. Would the bigger, wider 992 platform degrade the stunning poise and precision, the breathtakingly athletic agility that were the hallmarks of the 991.2 GT3? Would the engine have the same crackle and snarl and instantaneous throttle response? Could it be as pure and as exhilarating a sports car? Preuninger gets it: "The challenge is when you have a car that is as good as the 991.2 GT3, how do you make it better?"

    First, keep what works. The 992-series GT3 retains the charismatic naturally aspirated 4.0-liter engine from the previous car. Preuninger won't go into precise details, but there have been tweaks to both the intake and exhaust, and the engine management system has been remapped. Power is up, but not by as much as you might expect: It's basically an iteration of the 2019 911 Speedster engine, which pumped out 502 hp and 346 lb-ft of torque. And yes, it revs to 9,000 rpm.

    As before, the 2022 911 GT3 will be available with the choice of either a conventional six-speed manual or the PDK seven-speed twin-clutch automatic transmission fitted to our prototype. Both transmissions are carried over from the 991-series GT3, though the PDK gets slightly bigger bearings and a better oiling system, plus a different control module to enable it to work with the 992's new electronic architecture. The manual transmission's ratios are unchanged, but the final drive ratio has been lowered to account for the 992's 21-inch rear wheels.

    Keep what works, then think about what can be improved. The 992 platform means the new GT3 has a wider track front and rear. The rear axle is basically upgraded 992-spec hardware, with the rear-wheel steering system as standard. Up front, however, is an all-new multi-link suspension, the first ever on a 911 road car. Derived from the 911 RSR racecar front axle, it's unique to the new GT3, though it's logical to expect the hardware will also appear under the forthcoming 992-series 911 GT2. It's the biggest single engineering change over the old GT3, says Preuninger, and it drove a lot of the chassis development work.

    What's noticeable, as we hammer along some of the surprisingly rough and ready roads near Porsche's Weissach engineering center, is not just how crisp, how responsive, how alert this new GT3 feels, even from the passenger seat, but also how well it rides on its Michelin Pilot Sport Cup 2 R tires. The 911 GT3 is not soft—you feel exactly what's happening underneath—but it's not harsh and jittery, even at modest velocities. Preuninger nods when I comment. "Some people confuse stiffness with sportiness," he says. "A wheel needs freedom to travel. Some performance cars are so stiff they feel dead at low speed." This GT3 feels very much alive.

    A look around the undisguised interior of the new GT3 reveals it to be, apart from the obvious GT-spec hardware such sports seats and a half roll-cage, basically 992, with one notable—and welcome—difference. The small, soulless toggle switch used to select drive or reverse in PDK-equipped 992s has been replaced by a shifter that looks almost identical to the manual one. "You have to check that it has three pedals, to make sure," grins Preuninger, who prefers using a shifter on the center console to paddles on the steering wheel, even in PDK-equipped GT3s and GT2s.

    Front and center in the new instrument panel is an analogue tach that reads to 10,000 rpm, flanked by screens either side that can show all the information you get in a regular 911. There's a special GT configuration that pares back that info to the minimum a race driver wants: Tire pressures and water temp on the left hand side and oil temperature, oil pressure and fuel level on right hand side. And curving around lower rim of tach are shift lights that appear in Sport manual mode comprising thin yellow graduations that build in height then flash blue at the upshift point.

    The scanty exterior disguise doesn't hide much, but it doesn't reveal all the new GT3's secrets, either. A quick look around reveals the front fenders, doors, roof and rear quarter panels are shared with regular 911s. A new front bumper features a large central air intake and slim air-curtain vents on either side that direct air through the front wheel well. The front hood is carbon fiber, and features vents at the leading edge to bleed hot air from the radiators. In previous 911 GT3s hot air was vented through slots at the top of the bumper, but the 992's more complex frontal structure meant there was no room for that solution on the new car.

    The GT3's rear view is dominated by a giant wing suspended beneath two stanchions that rise up from either side of the engine cover. The wing set the internet buzzing the moment the first prototypes were spotted, and a lot of the buzz from the hot take commentariat was less than favorable. The wing is not a fashion statement. It's pure racing technology. Because the underside of the wing is the most critical surface in terms of generating downforce, the top mount system makes it more aerodynamically efficient and effective. And while I can't give you any detail, what I can say you haven't seen the wing stanchions in their production form yet. Undisguised, they are works of art.

    Under the wing is a new engine cover with a ducktail. When the rear wing is in the most aggressive of its three settings, its underside profile and the profile of the ducktail are a mirror image. The ducktail helps manage the laminar flow over the roof, to the point that the ram air scoops that featured on the 991 versions of the GT3 are not needed. Air goes into the engine intake via the vents at the base of the rear window. Preuninger says the old-style scoops would have interfered with the efficiency of the rear wing.

    Before we head back to Weissach the man who's been instrumental in creating some of the greatest 911s ever built eloquently sums up what he believes to be the essence of a Porsche 911 GT3. "It has to be a joy to drive," he says. "It must be communicative, transparent, honest, at any speed. It has to scream 'drive me'."

    Even from the passenger seat I hear that scream. I can't wait to drive the 2022 Porsche 911 GT3.

    Source: motortrend.com

  • 2022 Porsche Cayenne Turbo GT First Drive: The SUV King of Kings Is Here 2022 Porsche Cayenne Turbo GT

    Porsche’s new monster SUV has blitzed the Nürburgring, but it’s just as much fun in the real world.

    Earning the title of being the quickest SUV around Germany's famed Nürburgring Nordschleife is the reason why the 2022 Porsche Cayenne Turbo GT has been getting headlines, but you actually forget about the 'Ring after you spend a weekend behind the super SUV's wheel. It doesn't matter where you drive it: The Cayenne Turbo GT conquers any kind of pavement you can find.

    Based on the Cayenne Turbo Coupe, the new Turbo GT packs a powerful V-8 engine, a quick-shifting transmission, and a bunch of enhancements that make it Porsche's fastest-ever production Cayenne. Just look at the numbers: 0-60 mph in 3.1 seconds, quarter mile runs in 11.6 seconds, a 186-mph top speed, and a Nürburgring lap time of 7 minutes, 38.9 seconds. The latter bested the previous 'Ring record for SUVs—held by Audi's RS Q8—by 3.33 seconds, but the eye-popping figures are only one side of the story. You don't need a monster racetrack to enjoy it, because the 2022 Porsche Cayenne Turbo GT shines and gets your attention just as well on flowing canyon roads, as its inspired performance injects you with adrenaline.

    The Heart And Soul

    The 2022 Porsche Cayenne GT's 4.0-liter twin-turbo V-8 takes center stage with its 631 horsepower and 626 lb-ft of torque. While these numbers don't match the Cayenne Turbo S E-Hybrid's, make no mistake: the Turbo GT is Porsche's most performance-oriented SUV. In this case, Porsche's much-lauded GT team did not help with the car's development, but the Turbo GT proves its point all the same.

     

    Besides the powerful engine, Porsche gave the SUV several enhancements to make it drive even more like a sports car. The air suspension is 15 percent stiffer compared to the Cayenne Turbo, with the system adjusted to handle the extra power. The power-steering setup and rear-axle steering are also retuned, and Porsche engineers said they were overall able to reduce body roll and increase the car's precision in corners. The Cayenne Turbo GT's 22-inch Pirelli P Zero Corsa tires were developed for the Turbo GT, and its carbon-ceramic brakes, distinguished by their yellow calipers, measure a massive 17.3-inches in the front and 16.1 inches back. The Cayenne Turbo GT is also 0.7-inch lower than the Cayenne Turbo Coupe, and its all-wheel-drive system includes a water-cooled transfer case to support the model's ultra-high performance.

    Porsche thankfully also focused on reducing weight. The titanium sport exhaust and the SUV's wheels, for example, shaved some load. Other bits exclusive to the Turbo GT include a carbon-fiber roof, a unique front fascia with larger air intakes, a center exhaust pipe, and an awesome-looking carbon-fiber fixed rear spoiler.

     
    2022_Porsche_Cayenne_Turbo_GT 15

    How Does The Cayenne Turbo GT Drive?

    Angeles Crest Highway north of Los Angeles is one of our favorite roads on the planet. Not only is it on our backyard, it's also one of the best roads on which to exercise a great car, period. It was on this turf where the Cayenne Coupe Turbo beat the Mercedes-AMG GLE63 S, Maserati Levante Trofeo, and BMW X3 M and X6 M for a ticket to last year's MotorTrend Best Driver's Car competition. It's a logical place to try out this new model, in other words.

    While the 2022 Porsche Cayenne Turbo GT's power figures raise eyebrows, its handling and steering impressed us the most. In every corner, the Cayenne Turbo GT felt balanced and stable. It rotated nicely on the twisty roads while maintaining a composed posture. What's even more impressive is the degree of confidence you feel behind the wheel. The GT does everything so well, it encourages you to try harder for the next corner, braking later and carrying more momentum through to the exits. We'll remember the time we spent in this vehicle on Angeles Crest as nothing but 66 miles of worth of ecstasy.

    Like in a sports car, the GT's suspension is calibrated so you feel almost every bump or rut. Its tires feel like tar, delivering massive traction, and its steering is as accurate as you'll find in an SUV, or in virtually any vehicle. Simply aim the steering wheel's yellow center stripe in the right direction, and you probably won't have to move your hands again. The steering's stiff overall feeling is reminiscent of a 911 Turbo S.

    2022_Porsche_Cayenne_Turbo_GT 11

    Then there is the lightning-fast transmission and the Turbo GT's power delivery. The transmission is so quick and so well calibrated, you pretty much don't need to ever use the paddle shifters for any reason other than you just enjoy doing so. Step on the throttle and you feel the torque get to the pavement with linearity and seemingly endless push. The experience makes you feel like a kid riding an infinite sugar rush.

    The ride can feel a bit harsh on city streets, thanks to the wheels and tires and stiffer suspension. You'll also note that these tires are loud. Another thing to note: The loud exhaust note, even when the sport exhaust is switched on, doesn't make it into the cabin as much as we'd like. Stand outside, though, and the roar is impressive.

    Step Inside

    A sea of Alcantara is probably the first thing you'll notice once onboard the 2022 Porsche Cayenne Turbo GT. From the sport seats to the door panels to the steering wheel, the GT is covered in the suede-like material. Additionally, the bronze-like seatbelts, seat inserts, and contrast stitching match the Neodyme wheels and distinguish the Turbo GT from other Cayenne cabins. Black or red leather is available as an option.

    Also helping to differentiate this version from other Cayennes are Turbo GT logos throughout the cabin, a red button on the drive-mode selector, and the lack of metal around the air vents. Everything else, however, is very similar to the Cayenne Coupe, including the center console's sporty handlebars.

    People with Android phones will be delighted to know Porsche's new infotainment system, which arrives in the Cayenne Turbo GT, is now compatible with Android Auto. Other important updates include the integration of Apple Music and Apple Podcasts into the infotainment system itself, and the arrival of over-the-air-updates.

    2022_Porsche_Cayenne_Turbo_GT 30

    The Final Word

    It's no surprise the 2022 Porsche Cayenne Turbo GT is fast, fun, and agile, words we've used to describe other Porsches in the past. The way it accelerates and brakes, combined with its magnificent grip and its lack of significant body roll, make this Cayenne worthy of the GT badge. Being the quickest SUV around Nürburgring is one thing, but delivering joy, confidence, adrenaline, and a raucous good time on real-world roads is what makes the Cayenne Turbo GT really stand out as special.

    (mototrend.com)

  • 2022 Porsche Macan Does More with Less 2022 Porsche Macan Does More with Less

    Even in its base four-cylinder form, Porsche's updated compact SUV is a joy to drive.

    There is plenty to love about the starter Macan, and we're not alone in thinking so. Most Macans you'll see on the road will be this four-cylinder model. Porsche says the proportion of customers choosing the base model over the more powerful S and GTS (and previous Turbo) has been about 60 percent, and the automaker expects that trend to continue. While the performance models offer more power, plus a few cosmetic changes not available on the base version, you'll get the same wide-hipped, athletic stance no matter which Macan you pick—and if our parking-lot admirer was any indication, all of them are head turners.

    It impresses on the road too. Backed by a seven-speed dual-clutch automatic and standard all-wheel drive, the entry-level turbocharged 2.0-liter four-cylinder makes 261 horsepower and 295 lb-ft of torque, increases of 13 horses and 22 lb-ft over the 2021 model. Porsche made a lot of engine changes to free up those ponies. The new mill is fed air by a larger turbo and a redesigned intake designed to diminish turbo lag. It also has a higher-pressure fuel-injection setup, a new timing chain, and different pistons and rings. Reduced internal engine friction may not be your usual topic of conversation with the other parents in the school parking lot, but now it could be. Leave the bragging about acceleration times to the folks with the V-6 models, though. Even with its baker's dozen of extra horses, the four-cylinder Macan should reach 60 mph in a relatively tame 5.5 seconds, and that's with the optional performance boost of launch control from the $1220 Sport Chrono package. That was about the only option our test car didn't have, so we avoided late-night street races in favor of sunrise in the hills above Malibu, California. It may not be a straight-line rocket, but the Macan is delightful when lines on the map get squiggly.

    2022 porsche macan base
    On the two-page options list for our example, one item we would spring for is the adaptive air springs, a $2750 add-on that includes Porsche's PASM adaptive dampers. Various suspension and drive modes are expected in many vehicles these days, yet often they don't seem to do much other than satisfy a desire to click buttons. But the Macan's settings result in noticeable changes to its character on the road. The standard damper setting is soft enough to allow some wallowing around turns and absorb every bump like ciabatta soaking up olive oil. Click over to Sport Plus, and the Macan straightens up like a slouching schoolboy whacked with a nun's ruler. Now it's paying close attention, and all the sponginess is gone. Rough spots of pavement make their way through the steering wheel with soft thumps, enough to communicate a sense of the road but nothing that would turn your cream to butter on the way home from the grocery store. A lot of cars claim to deliver both comfort and handling. The Macan makes good on that promise, and it comes to a stop with the same smooth confidence with which it turns. The base model features conventional cast-iron rotors clamped by four-piston calipers in front and single-piston floaters at the rear, but the S model's upgraded tungsten-carbide-coated brakes are an option for those who are fond of white calipers and minimal brake dust.
     
    2022 porsche macan base
    Inside the cabin, away from dust of any kind, the Macan employs Porsche's minimalist interior decor with mixed results. What works in the smaller cockpit of a 911 feels sparse in the larger space of an SUV. Even with $3880 worth of extra red and black leather on the doors and dash, the interior feels underdone, with an odd jumble of touch-sensitive controls on the console and a slimmed-down but somewhat old-fashioned shifter jutting up by the cupholder. The gauges and infotainment screen were similarly split in design focus. The gauge cluster, with its sweeping physical needles, was refreshing, but the 10.9-inch center touchscreen was so small that Apple CarPlay may show up larger on your iPhone. And Android Auto? Still not supported. Storage compartments, usually the shining glory of an SUV, are as scaled down as the center display.

    The Macan's back seats provide ample legroom, but the gently sloping roofline limits headroom. This also necessitates a deeper reach to help small children in and out of the back, but the seats themselves—heated on our car, via the $2240 Premium package—are comfortable and feature a fold-down armrest, cupholders, and USB ports. While the tallest adults might not want to spend much time back there, most family-oriented buyers should be adequately pleased. As expected from a compact crossover, the Macan's 17-cubic-foot cargo area isn't move-a-couch large, but who wants to move a couch? Groceries, coolers, suitcases, pool floaties—the Macan can easily carry any combination of them, and it offers several handy tie-downs and an underfloor storage compartment.

    2022 porsche macan base
    While many SUVs are seemingly designed more for comfort and utility than driver entertainment, the Porsche Macan is still all about the view out the windshield, whether that's on an early-morning run up a winding road or a nimble dance through the moving chicanes of a strip-mall parking lot. Even in its most rudimentary form, Porsche's compact crossover is an enthusiastic partner through all the unexpected twists of a day on the go. Let buyers of other more capacious SUVs lumber through town in their big seats, staring at their expansive infotainment screens, sucking down to-go drinks from cupholders large enough to house a koi pond. We're going to weave through them until the scenery is open road. The base Macan proves that you don't need to have the most horsepower to have a great drive.
     
    (caranddriver.com)
  • 2022 Porsche Macan Release date, Engine, Exterior, Interior 2022 Porsche Macan

    After plugging into the electric-car market Porsche isn't anywhere close to being done with its EV offensive in the coming years. According information which we have the new 2022 Porsche Macan will be pure-electric, and thanks to a new report, we now have a clearer idea of when we'll see the Macan EV hit the road. The exception will be some small operation with Rimac.

    2022 Porsche Macan Release date

    Release date for new 2022 Macan should be at the end of next year. Considering situation with Coronavirus all over the world, this promotion can be postponed.

    Competitors of new 2022 Macan

    When we look what competitors do on this field, we see the similar action from Fordwith the Mustang Mach-E. From the other side, big competitor in this segment is Tesla Cybertruck and new GMC Hummer.

    2022 Porsche Macan Engine (Battery)

    Porsche executives that point to as much as 700 horsepower (525 kilowatts) in a Turbo S variant. Obviously it won’t actually have a turbocharger – like the Taycan it will follow Porsche’s familiar naming structure for trim levels. That means there will be a standard Turbo and other submodels to spruce up the Macan EV lineup.

    Porsche had confirmed the Macan will sit on this so-called Premium Platform Electric (PPE). We don't know much else about the upcoming electric Macan, except that it will feature 800-volt charging technology. Also, he will be produced at the same Leipzig factory that makes the current, fossil-fuel-powered versions of the small crossover.

    The Macan has become the company’s best-selling vehicle in a relatively short amount of time. Nixing internal-combustion power completely is something Porsche buyers might not be ready for, but with the speed at which the auto industry is currently evolving, things could be very different come 2024.

     

  • 2022 Porsche Macan S Inherits 375 Horsepower 2022 Porsche Macan S Inherits 375 Horsepower

    A shuffling of the Macan lineup gives the S some serious firepower.

    Life in the middle isn't easy, just ask any child with older and younger siblings. While the others get all the parental attention, living in the middle can feel like you're overlooked. In the middle of the 2022 Porsche Macan lineup, sandwiched between the 434-hp GTS and the 261-hp base model is the Macan S. But Porsche hasn't forgotten about the S—for 2022 the S is getting a very desirable hand-me-down.
     
    The gift from above comes from a shuffling of the Macan lineup. Last year's Macan S had a 348-hp engine, but for '22 the S inherits the 375-hp turbo V-6 from the old GTS. In our last test of the 375-hp Macan GTS, it hit 60 mph in a life-affirming 3.9 seconds. If you opt for the Sport Chrono package ($1220) that adds launch control, the new Macan S should be just as quick. Other additions include more standard equipment including adaptive dampers (PASM), the Porsche Dynamic Light System, and 20-inch wheels.
    2022 porsche macan s
     

    Changes to the exterior design make the Macan look more like the Cayenne. Inside, the button-filled center console has been swapped out for a new flush, haptic panel that requires a firm touch. Though not as tactile as its predecessor's metallic switches and toggles, the surface does help simplify the interior. However, the plastic panel will inevitably be smudged with fingerprints—bring wipes.

    The view from the driver's seat is classic Porsche, with a large, centrally positioned analog tachometer with a speedometer next to it, just like you'd find in a 50-year-old 911. In the center console, there's Porsche's latest 10.9-inch multimedia touchscreen equipped with now-standard wireless Apple CarPlay.

    There's virtually nothing dull about how the Macan S drives. The steering enjoys an intuitive connection between the driver's palms and the road surface below. Acceleration from the twin-turbo V-6 is brisk, turbo lag is minimal, and it snarls pleasingly. A strong shove is available throughout the rev range, as 383 lb-ft of torque are available from 1850 to 5000 rpm. Dial into Sport mode, and transmission and throttle response become more aggressive and the adaptive dampers stiffen up. Downshifts come sooner, upshifts later, and the buttery smooth gearchanges become a little sharper.

    Our Macan S came equipped with the air springs option ($1390) and provided a supple ride that damped most road irregularities but firmed up when hustling through corners. Despite the high seating position and tall roofline, body control is kept in check. The higher-profile SUV height is quickly forgotten. The Macan handles so well that someone trading out of sports car or sports sedan will feel at home. It has ample cornering grip, chest-cavitating acceleration when using launch control, and big brakes to bring it all to a fade-free stop. The GTS might be quicker, but it's also far more expensive.

    2022 porsche macan s
    A top-of-the-line GTS (it replaces the Turbo for 2022) starts at $81,250, which makes the Macan S's base price of $66,750 relatively attractive. And, while the new Macan S is $5200 more than last year's model, don't forget about the increase in standard equipment and the 27 extra horsepower. The Macan S might be a middle child, but drive one and it'll get your attention.
  • 2022 Porsche Taycan GTS Looks Fierce, Has Performance to Match 2022 Porsche Taycan GTS Looks Fierce, Has Performance to Match

    The GTS lives in the Goldilocks zone where driver-focused handling meets prodigious power.

     

    It would be an understatement to say that the Porsche Taycan has been a raging success. In just two years, this svelte four-door electric sport sedan has already begun to outsell the vaunted Porsche 911, the iconic heart and soul of the brand. It has also proven wildly successful even when compared to Tesla, the established EV juggernaut. Through the first three quarters of 2021, Taycan sales far outstripped those of the Model S and Model X combined. Porsche is keeping up the pressure by introducing the new-for-'22 Taycan GTS, a stunning driver-focused variant that neatly slots into a price and performance gap in the Taycan lineup.

    VIEW PHOTOS
    2022 taycan sport turismo gts
     
     
    2022 taycan sport turismo gts
    The blacked-out theme continues inside, where you'll find a GTS interior dominated by black Race-Tex, Porsche's faux-suede material. It's the primary treatment on the standard 18-way adaptive sport seats, the headliner, roof pillars, and sun visors. It covers the horizontal design axis below the dash top and the central spine that divides the cockpit. It's also the grippy wrapping material on the multifunction GT sport steering wheel, which is equipped with a prominent driving mode dial because the Sport Chrono package comes standard on the GTS. The cabin also features red stitching throughout, and dark-finish brushed-aluminum trim—unless you opt for matte-black carbon fiber, as in our car. As an option, there's a panoramic sunroof with a new Variable Light Control system, an embedded array of nine massive car-spanning LCD segments that can be manipulated using a touchscreen interface.

    We've driven many flavors of the Taycan, and they've always impressed. But the GTS takes it to another level, with an intentionally more driver-focused setup that delivers the kind of fierce capability that's implied by its no-nonsense looks. The same adaptive air suspension and Porsche Active Suspension Management (PASM) systems are present, but they've been thoroughly recalibrated with the aim of creating a more neutral cornering attitude and better turn-in response. The tweaks extend to the standard Torque Vectoring Plus and Power Steering Plus systems, as well as the optional rear-steer system and PDCC adaptive anti-roll bars. The engineering team has absolutely succeeded, as the front end feels far more responsive when pushed hard in tight bends. The buildup of steering effort in all types of corners is especially authentic because the electric power-steering system utilizes a unique feedback loop that considers the road forces pushing in from the tie-rod ends and tweaks the level of assist according to the GTS playbook.

    2022 taycan sport turismo gts
    A good deal of our driving occurred on the Big Willow track at Willow Springs, and here the Taycan GTS proved to be a potent track car with predictable and approachable limits. This venerable track needs repaving, but the cracked surface only served to show how tenacious, unruffled, and downright smooth the GTS can be when pushed hard on a less-than-perfect surface. We nudged the limits of the stability-control system on a tight right-hander that crests a hill, but a one-second press of the Traction Management button toggled the system to Sport mode and expanded the intervention limits enough to get through the same section with our foot hard on the accelerator the next time around.

    Afterwards, we were fully able to review and break down the game film via the Porsche Track Precision app for Apple CarPlay or Android Auto. Controlled via the main touchscreen, these apps integrate data streaming from the car's onboard systems with a smartphone camera or Bluetooth-connected GoPro to produce detailed driving traces that are fully synchronized with video. The Taycan GTS represents the first integration of this app in a Porsche four-door, and it can absolutely produce performance worthy of this level of track-day nerdery.

    2022 taycan sport turismo gts
    Once again, Porsche has proven that the GTS trim level is the one that driving enthusiasts should slaver over. The 2022 Porsche Taycan GTS does not have as much ultimate horsepower or straight-line punch as the Turbo and Turbo S, but it's no slouch, and you can absolutely wring it out when the road turns twisty. It starts at $132,750, but as with any Porsche, you can inflate that quite a bit with options. Our sample car was priced at $180,070. Deliveries are set to begin in early 2022, but the order books are open now. If you have the means, we suggest you get cracking, because Taycans of all stripes are in increasingly high demand. The Taycan GTS will only add more fuel to the fire.
     
    (https://www.caranddriver.com/reviews/a38381614/2022-porsche-taycan-gts-drive/)
  • 2023 Porsche 718 Cayman GT4 RS Is the One We've Been Waiting For 2023 Porsche 718 Cayman GT4 RS Is the One We've Been Waiting For

    Take the already excellent 718 Cayman GT4, give it more power and performance, and drive to the edge.

     

    WHAT IT IS: An even more capable, focused, and track-ready version of Porsche's already magical 718 Cayman GT4.

    WHY IT MATTERS: From the moment Porsche launched the original Cayman for the 2006 model year, the car was lauded as a great choice for enthusiast drivers. Simultaneously, more than a few people wondered what an uncorked Cayman could do if Porsche would only give it the power and performance hardware reserved for the 911. As years passed, Stuttgart began upping the Cayman's game, releasing models such as the Cayman R, the GTS, and finally the GT4. Now, the 718 Cayman GT4 RS takes another leap by receiving upgrades reserved previously for hardcore versions of the 911 GT3. The result should not only boost the driving fun of what is already a brain-meltingly great sports car but also lift the Cayman's overall image in the eyes of track-day addicts looking for a new hot toy to flog.

    2021 Porsche 718 Cayman GT4 23

    PLATFORM AND POWERTRAINS: The standard Porsche 718 Cayman GT4 is one of the most impressive drivers' cars on the market, with spectacularly high limits that beg to be explored on racetracks. The Cayman GT4 RS will likely get the same sort of GT treatment Porsche consistently gives to its 911 GT3 RS big brother. That means less weight, more aerodynamic performance and grip thanks to a larger wing and more aggressive bodywork, an even more capable suspension, and yes, more power.

    The standard GT4's naturally aspirated flat-six delivers 414 hp and 309 lb-ft of torque, and it seems unlikely Porsche can squeeze much more output from that particular 4.0-liter boxer. We won't be surprised if the GT4 RS gets a 20-plus-horsepower bump courtesy of a new naturally aspirated six-cylinder, and logic says the engine could very well be a detuned version of the 502-hp 4.0-liter featured in the latest 911 GT3. As for the transmission, modern RS models have been equipped only with Porsche's PDK dual-clutch gearbox, a trend that seems likely to continue here.

    (motortrend.com)

  • A flawless replica of the 1961 Porsche Zagata 356

    What you see here is a replica of the 1961 Porsche-Zagat 356 Carrere Coupe ‘Sanction Lost’. However, this is not just a simple recreation of the Italian bodybuilder; there is also an interesting story, with a history dating back to the late 50s.

    The original car was owned by Porsche driver Claude Storez. The runner, who was considered the ‘Prince among runners’, turned to Zagata in 1957 to make a special aerodynamic bodywork for his Porsche 356 Carrera Speedster. After a year, the company delivered a finished body with a one-piece curved windshield and the iconic red longitudinal Zagato fins. Before returning the car to Storez, Porsche finished the job by adjusting the mechanics, Jutarnji.hr writes.

    The Porsche-Zagato Speedster then raced in the Tour De France Automobile stage race in September 1958, and is believed to have finished second carrying number 139. Storez then joined the French Rally in February 1959 where he was killed in an accident, after which his the destroyed Porsche loses all trace.

    This story served as inspiration for American collector Herb Wetanson to order a Porsche-Zagato 356 Speedster that is identical to Storez’s car. Zagato agreed, calling the recreation ‘Sanction Lost’, instead of the typical ‘Sanction II’ that was never found.

    Zagato used the latest photometric technology to scan photos of the original speedster, allowing the company to digitally recreate the design. However, Zagato unveiled a concept drawing for the Zagato Porsche Carrera Coupe during the ‘Sanction Lost’ process, which led them to decide to create 18 units in memory of Storez’s Speedster - nine speedsters and nine coupes.

    All 18 units are made from the original Porsche 356, but only two coupes and one speedster use Carrera engines. Of those three, only one of each body type is finished in Bianco Gardenia shades with red accents. Both are sold on RM Sotheby’s auction platform, and are expected to fetch between $ 550,000 and $ 650,000.

  • Everrati Porsche 911 (964) Signature review: retro electric 911 tested Everrati Porsche 911 (964) Signature review: retro electric 911 tested

     

    With stricter emissions regulations, combustion engine bans coming into force in the future and changing attitudes to electrification, the restomod scene has exploded with new electric possibilities. You can now get no end of classic cars modified or completely overhauled to run on e-power.

    But Everrati is convinced its electric creations aren't as simple as just swapping out a combustion engine for an electric powertrain.

    'We take some of the world's most beautiful and seminal cars, restore and re-engineer them, always operating with full respect for the brands that created them,' says Everrati boss, Justin Lunny.

    We've driven a prototype of Everrati's latest creation – a 964-generation 911 – to see if an electric icon can really work.

    What's Everrati?

    It's a technological and engineering company founded in 2019, designed to cater to those who want to keep their classic cars but make sure they're ready for the electric age. The company has had previous projects with the Mercedes SL and Land Rover Defender and, more recently, has diverted its attention to classic and retro generations of the 911.

    But what Everrati strives to do is not just restore and redefine a classic by making it electric but keep as much of the DNA from the original as possible. Fun is the priority here, with Everrati seeing the benefits of an EV powertrain like instant torque and throttle adjustability being front and centre with its sports car projects. The advantages of holier-than-thou zero-emissions running, cheaper running costs, (predicted) cheaper maintenance costs and the ability to whizz around clean air or congestion zones for free are mere bonuses.

    So, with this 964-generation 911 project, the targets have always been about maintaining the car's weight and weight distribution, its retro looks and its Porsche feel inside.

    So how has Everrati done that?

    You'll need at least £250k to start the process. The team take a 964 donor car (either one you already own, or one Everrati will source for you to perform the restoration on for an extra cost), strip it down to parts and water blast, then rust protect, the chassis, seam-welding it in the process. The front and rear wheelarches, doors and bonnet are recreated with carbonfibre to keep weight down.

    Speaking of weight, Everrati has the aim of keeping the each of the electric 911s it makes as close to the standard car as possible. The 53kWh battery pack is split into two, housed beneath the front and rear bonnets to maintain the car's 40:60 front/rear weight balance. A single e-motor drives the rear wheels, producing 500bhp and 369lb ft (even more power than the 964 Turbo S could ever claim). Everrati claims around 150 miles on a single charge – not a huge number, but the team see this as an 'A-to-A car' – something to go for a drive in when you have some free time, rather than an entirely usable daily driver – given the clientele will almost certainly have fat enough wallets to have more than one car in the garage.

    Everrati says the entire process can also be reversed, if the owner changes their mind, allowing the engine and transmission to be refitted. If you stick with the EV powertrain, the team also offers to refurbish the engine and keep it in storage, or even make it a piece of art for your home.

    As for dynamics, Everrati includes electronically adjustable suspension, allowing you to attack a B-road with a stiff setup or go grand touring with a squishy motorway one. Every model built also features a Quaife differential for the driven wheels and renewed Brembo brakes with drilled, ventilated discs.

    Inside, it's still very much a 964 – clean and simple but with all the key switchgear in the same place – albeit with a few changes. The original seats are overhauled with four-way electrical adjustment, Porsche's Classic Communications Management system is installed in the dashboard to allow for thoroughly 21st century tech like Apple CarPlay, DAB and navigation. The dials are in keeping with Porsche's original design, but the info displayed is very much geared (wired?) towards the electric powertrain, showing the car's state of charge, power and cooling. Our test prototype was swathed in Alcantara, too.

    Does it do clever EV things?

    It does. There's regenerative braking if you lift off the throttle, with the option to enable regen fierce enough to drive with one pedal. Everrati has engineered in both AC and DC charging via a CCS socket, allowing your electric 911 to be charged at up to 100kW and a 10 to 100 per cent charge possible in under an hour.

    When the car launches, it will have both Sport and Eco modes for the powertrain, with Sport being the default and Eco restricting throttle response.

    As an aside, Everrati is also developing a sound system capable of emitting engine noises that you can modify via an app tuned to the car's speed, even including throttle blip sounds when you slow down. The tech was in its early stages when we tested it, but the team want the finished product to have speakers both outside and inside the car for the best experience. You can, of course, turn it off if you're so inclined.

    Mike Kerr, Everrati's engineering director, who's had roles at Lotus and McLaren (including being the brains behind the new Artura's gearbox), told us that future development ideas include programming in torque steps to the motor to mirror the gear changes of the donor car. Everrati is also open to the possibility of better battery chemistries coming along that can increase range being fitted into the 911 creation after it's already been restored.

    Come on then, how does it drive?

    Well, first things first, turning the starter key to the eerie sound of silence is a little odd. Your mind takes a few minutes to adjust to a gorgeously restored 964 being active and ready to drive without a so much as a whisper. But it takes mere yards at the wheel to get over it as other, better, sensations wash over you one by one.

    First is the steering. It's just so gorgeously weighted and accurate; sharp turns require a little muscle as your hands grip the petite Alcantara wheel, but you know exactly where the wheels are. Even on a straight road, the slightest flex from your bicep or twitch of your wrist translates into a microscopic change of direction. That's not a complaint: it's incredibly rare to find something modern with such alert steering in a modern car, bar the electronically assisted rack of a Ferrari Roma or 488 Pista. Gorgeous.

    The suspension works exactly as intended, allowing you to firm up or slacken off the damping. We tried the setup in its hardest format and a more road-ready tune – the former added a sharper edge to the dynamics, allowing you to carve up corners with precision, the latter meant I could cruise in peace on a dual carriageway. There's some tyre noise, of course, but an original would have some, too.

    As for the performance, it's... well, it's electric. Obviously. The way this thing shifts is more than enough to keep most supercars honest in a flat out drag race. And, very much unlike the wayward 964 Turbos of yore, the grip on tap allows you to hoof it mid-corner with confidence. The regenerative braking on the throttle took a little time to get used to, and I suggested to the team that an on-the-fly ability to change how much regen (allowing the car to coast on the motorway, for example) would be a bonus.

    Of course, it's not a flat-six, with all of the additional involvement that brings to the mix. The addition of the 'engine' sound system helps to curb that to some degree, but there'll still be some classic car faithful that won't be able to get on with the lack of a combustion engine. Regardless, the Everrati 964 is eye-widening in how it delivers pace.

    Everrati 911 Signature: verdict

    Purely on objective terms, the small range, cost and the removal of one of the most iconic traits of a 911 – its flat-six engine – will be enough to cast this Everrati creation aside for some.

    But the 911 even as a brand-new car is on borrowed time; even Porsche is looking at how to electrify its icon in-house. And behind the wheel of Everrati's creation, I couldn't stop smiling. The steering, suspension, atmosphere inside and sheer pace of the 964 Signature are plenty enough to involve you. It's still very much a 911 in the way it drives, which is something Everrati can be truly commended for – the stereotype of EVs being naturally heavy and inert to drive is simply untrue here. It also means it's entirely possible for OEMs to create fantastic-to-drive EV sports cars.

    If the idea of futureproofing your classic for the zero-emission age sounds appealing, and you have plenty of dosh, it's at least worth giving Everrati a call.

    (carmagazine.co.uk)

  • Madness called Porsche 911 Porsche 911

    But really crazy. And absolutely.
    You don't believe it?
    Take a look at the text…

    Singer Vehicle Design… Magnus Walker… Kaege… Rauh Welt Begriff (or RWB)
    These are all companies that base their games and games on a single car. The legendary "elfer" or more simply, the Porsche 911.

    It is therefore worth concluding that fans of this legendary model from Zuffenhausen will never be short of choice - especially if they have deep pockets and thick wallets.
    But all of the above "resto-moderi" have one minor problem: they have nothing to do with Formula 1. At least not directly. And that is why this text is a car that, according to everything, in a series of a total of 11 copies should overshadow all the above companies and their works.

    Yes really.

    For those of a slightly older production date, for whom Porsche is not just a mere adoration of technology and design stubbornness, Formula 1 will be a completely natural link to this famous brand. The same goes for driving legends made up of Niki Lauda, ​​Alain Prost, Keke Rosberg, Steve Nichols and John Barnard as the constructors and Ron Dennis in the form of the eternal boss whose red and white cars practically destroyed the competition on tracks around the world within the craziest octane circus on the world.
    And thus Marlboro as the main sponsor, and McLaren and Tag as the signatories of the car and engine technology form the second part of the legend of MP4 / 2 and MP4 / 3, ie the legendary cars from the famous and interesting history of Formula 1.

    Do you see in which direction this story is going?

    Basically, when McLaren is mentioned in public, the link to Porsche is not lacking. Because in the world of Formula 1, it was these two names that turned out to be Siamese twins. Admittedly, today McLaren and Porsche stand on diametrically opposite sides of the car world and make each other a competition, but that doesn’t matter now.

    What it is, however, is the third company to decide to merge myth and legend in real time.

    The company is called Lanzante and has been associated with McLaren in one way or another (read: in the real world and as part of the one that involves racing) for decades.
    The myth is called the Porsche 911 Turbo, and the legend is still in its infancy, although it has been present for many years.

    To elaborate…

    Sometime in the mid-1980s, a disturbed team in a Porsche came up with the idea to install a real engine from the then Formula 1 car in a "simple" 930 Turbo.

    It is a V6 engine with only 1.5 liters of volume, which in its qualifying edition far exceeded the figure of 1,000 horsepower.
    akle, it really was a real engine that was jointly signed by Porsche and TAG, and with which Niki Lauda, ​​Alain Prost and a few other F1-legends broke lap records wherever they appeared.

    For many years this 930 Turbo was just a rumor. A story with which fans of the Porsche surname scared Ferrari lovers. An urban legend like Babaroga, Babadooka or that little shaggy one who comes out of the well every now and then and kills Japanese VHS hipsters. But a few years ago, this Porsche confirmed the legend in reality within the showrooms of McLaren's surgical clinic in Woking. And surprisingly, from then until today, there have been no violent reactions to this mobile disease.

    … And so on until today, when this Porsche "Widowmaker" from McLaren gets permission to kill, and from the company Lanzante and the possibility of moving from the domain of epic songs to the reality that surrounds us. Because Lanzante plans to shove the TAG-Porsche_F1-monstrous under its tail and produce a total of 11 copies of this "elf" with the God complex.

    By all accounts, the car world could soon get one of the most recognizable models of all time combined with one of the sickest engines of all time. And with that, the already iconographic Porsche 930 Turbo could truly become the most special Porsche car of all time.

    By doing so, greats and geniuses from RWB, Singer and others could fall into the shadows. Because given the 1,000+ horses and the screaming of tiny pistons from the V6 engine at as much as 9,000 rpm, it wouldn’t be wrong to conclude that sicker than this just doesn’t go.

    So even though no one has a clue about the actual performance of this weird white monster at the moment, it doesn’t really matter that much. Because nowadays to produce something like that is a display of a kind of madness.
    It is sociologically incorrect. Politically as well, and not to mention ecology and similar branches that people emphasize. And that's why this Porsche 911 Turbo is simply a white whale, ie a mythical animal sung as part of literary works, and one of those oversized organisms that many still fear today, but it is still more people appreciate.

    And we already adore him because of his very existence!

  • Manthey Porsche 718 Cayman GT4 MR Manthey Porsche 718 Cayman GT4 MR

    Manthey Racing is one of the most prominent names in the world of racing on the Nurburgring Nordschleife, and is also known for tuning Porshe cars. The new creation is the 718 Cayman GT4 MR, which is focused on improving racing performance.

    Manthey has made minor changes to the body of the 718 Cayman GT4, there is now a set of protective grilles for air intakes, air deflector, new spoiler mounts and the like. The car received a set of forged wheels with "Y" shaped arms and a gold finish.

    The suspension and brakes were improved, but the engine remained the same. It is a 4.0-liter 6-cylinder boxer engine that delivers 414 hp and 419 Nm of torque. From the 2021 model year, customers can get a 6-speed manual or seven-speed automatic transmission.

    Equipped with a manual transmission, the standard GT4 accelerates from 0 to 100 km / h in 4.4 seconds and reaches a top speed of 303 km / h.

    If anyone wants a more powerful Cayman GT4 directly from Porsche, then one should wait because the 718 Cayman GT4 RS has already been seen during testing. It looked aggressive with additional vents and a large spoiler, and its engine reportedly develops more than 500 hp. The Cayman GT4 RS is expected this year.

  • New Porsche 911 Carrera S manual 2020 review Porsche 911 Carrera S manual 2020

    We find out if the new Porsche 911 Carrera S with a seven-speed manual is the driving enthusiast's choice

    Verdict

    Objectively, the 911 Carrera S makes little or no sense whatsoever with a manual gearbox, even though the new seven-speed transmission is listed as a no cost option. The car is slower, burns slightly more fuel and is fractionally more polluting than its dual-clutch automatic equivalent. Yet subjectively, it is more engaging, more fun, and more 911 with three pedals, despite the shift itself still not being perfect. In the end it’s the buyer that makes the choice, but for us the manual is now the more appealing sports car.

    A few years back Porsche announced that it was going to drop the manual transmission not just from the regular 911 line-up but, shock-horror, from the far more focused GT3 versions as well. And at a stroke the world of the die-hard 911 enthusiast was thrown into a flat spin. They couldn’t believe their beloved 911 was no longer going to be available with three pedals in the foot-well and a gearstick between the seats.

    Porsche, however, gave several extremely plausible reasons why it had reached this supposedly heretical decision. Without going into too much detail it pointed out that the 911 was faster, more efficient, more economical and, for an increasing number of approving customers, more engaging with a “PDK” dual-clutch gearbox. And for a while, that was that. The fast, manual 911 was no more.

    But the enthusiasts continued to holler and eventually Porsche – to its credit – listened to them, even though they were in the minority. First came the 911R with a manual gearbox, then the GT3, and now we have the latest 992 Carrera S 911 available with a seven-speed manual as a no-cost option, tested here in rear-drive form.

    In this case you lose 0.7 seconds going from 0-62mph versus the rear-drive Carrera S with a PDK gearbox, and 0.8 seconds during the sprint from 0-100mph (the manual takes 4.2 seconds to hit 0-62mph and 8.6 seconds to cover 0-100mph).

    This is partly because you lose one ratio compared with the PDK, which means the ratios themselves are wider. But it’s also a consequence of simply not being able to shift as fast in the manual, up or down, and that’s where the science tends to throw a bit of a spanner in the works – because, subjectively, although the PDK is terribly impressive at what it does, it ain’t no substitute for stirring the lever and using the clutch manually.

    Those with a good memory will recall that the previous generation 911 was also available with a manual gearbox for a short time, but the shift quality in that car wasn’t great, which somewhat defeated the object. This time, however, Porsche claims to have significantly improved the action of the shift with shorter, lighter, more precise throws, with seventh still on a dog-leg to the top right hand side of the gate.

    And that’s very much how it feels when driving the new manual 911, albeit with one strange caveat which we’ll come to in a moment. What’s good about this 911 manual, no, what’s great about it is that it manages somehow to feel more like a traditional 911 on the move. For whatever reason, the car simply feels more compact and more agile when you’ve to dip the clutch and use your left hand to change gear.

    The manual is fractionally lighter than the PDK, but only by 35kg, so it’s highly doubtful this in itself would make much difference to what you feel when behind the wheel.

    Instead it’s all about the subjective impression the manual 911 has upon you, the driver. In the most basic terms you simply feel more connected with this car when it has three pedals. And, yes, the shift quality itself is indeed a fair bit crisper and better than in the old manual, although as in the fruitiest versions of the new 718 Cayman and Boxster, the revs will blip themselves on downshifts if you select either Sport or Sport Plus mode via the rotational button on the steering wheel. Which is nice, yes, but also feels a bit automated within this context.

    The manual even sounds better and feels every inch as fast as the PDK Carrera S if you select, say, third gear and accelerate from low revs all the way up to the red line. So in reality, and despite the differences in the claimed acceleration numbers, it doesn’t feel like you are losing out on any pure performance versus the otherwise mechanically identical PDK model.

    And the caveat? For its own reasons Porsche has again made it impossible to select seventh gear from anything other than fifth or sixth gear when shifting up, same as in the old 991. There’s a mechanical block in the gate which means you can’t physically get seventh from a gear lower than fifth. Which obviously means you can’t go from fourth to seventh. This may sound entirely irrelevant but it’s actually quite annoying in practice because a four-seven is just what you want when entering a motorway, for instance.

    And what’s doubly odd is that you can, should you for some reason choose to, go from seventh to second or even first on the way back down.

    Other than this, the manual 911 Carrera S is a very lovely car, one that feels more like a true-blue sports car than its equivalent with a dual-clutch auto. As such it broadens the 911’s appeal even further, catering for around 10 per cent of 911 enthusiasts who might otherwise have looked elsewhere. Including your author, who was once a PDK-only advocate.

    Source: autoexpress.co.uk

  • New Porsche Boxster GTS 4.0 PDK review Porsche Boxster GTS 4.0 PDK

    Can you have more fun for £70,000 than you do in the new Porsche Boxster GTS PDK? We think not.

    Verdict

    Even faster than its manual sibling, the Boxster GTS 4.0 PDK is one of Porsche’s most usable, fun cars. It feels perfectly sized for British roads and handles superbly, and the dual-clutch automatic gearbox doesn’t take away an emotional appeal that the regular four-cylinder Boxster simply cannot match. With near-supercar performance and a well-finished cabin, this car looks a bargain, even at just under £70,000.

    We were totally bowled over by the Porsche 718 Boxster GTS 4.0 when we tried the flagship roadster with a manual-transmission earlier this year. Now it’s time to try the version which appeals less to purists but may well sell in greater numbers: the 718 Boxster GTS 4.0 PDK.

    Slotting the seven-speed dual-clutch transmission into the range-topping variant of its entry-level convertible might look a brave move on Porsche’s part - not least because it’s going to want more money for it (the car costs £68,643, a premium of £2,303 over the manual). But it not only opens up extra potential sales; it also creates a little extra wriggle room on the engineering front.

    That’s because the PDK transmission is able to deal with a little more shove than the manual - and Porsche has, conveniently, passed this gain on to the consumer. So while the basic power output remains the same as the GTS 4.0 manual, at 395bhp, you get 430Nm of torque instead of 400Nm. And as a result, the fast-shifting auto is even quicker - by a full half a second, in fact, from 0-62mph, at just 3.8 seconds. Let’s stop for a moment and just acknowledge that figure: a Boxster that’s sub-four seconds from 0-62mph.

    At this point you may be expecting us to start chipping away at the PDK experience by stressing the fact that it’s not as involving as the Boxster manual. Of course it can’t quite match the experience of the six-speeder. But that doesn’t mean it ever feels inferior; find the right stretch of road and this remains one of the standout models in Porsche’s (very strong) line-up.

    The powertrain is so smooth and linear, in fact, that at first you may miss the absence of the sort of kick in the kidneys that you get when a turbocharger spools up. But then you’ll look down and realise that, with the revs rising towards the heady peak power delivery point of around 5,000rpm, you are, in fact, gathering velocity at a shocking rate of knots.

    The GTS spec gets a sports exhaust as standard and it works beautifully with the six-cylinder engine, delivering a booming note from around 4,000rpm and then a proper scream once it’s really on song 1,000rpm later. It’s intoxicating - and while you may miss the ability to heel and toe to your heart’s content, believe us when we say that over a deserted stretch of road, you won’t find yourself feeling anything less than fully occupied in the PDK.

    This car is about much more than its engine, too. The Boxster’s chassis has always been nicely judged and the adjustments to cope with the extra power have not played around with that, so you get a roadster that phases out the worst road imperfections, responds instantly to inputs through the satisfyingly weighty steering, and stays incredibly flat mid-corner, with exceptional control that belies its open-topped body.

    If you do want to cover long distances in your GTS, then, you’ll find that it has that incredible duality that the best Porsche models usually possess - so it’ll cruise along in comfort, with only tyre roar (possibly the car’s biggest flaw) and a little bit of wind noise from around the roof seal at the A-pillar to complain about.

    The cabin is beautifully finished and, by Porsche standards, well equipped as standard - although of course, there remains huge scope to add thousands of pounds to your price tag via the comprehensive options list (our German-spec, left-hand-drive test vehicle was taken to a cool €105,000). The fascia layout still feels reassuringly driver focused, although the infotainment system is now firmly eclipsed by what you can get in a 911 - and it’s worth noting that Porsche only supports Apple smartphone connectivity; Android Auto isn’t even an option.

    Source: autoexpress.co.uk

  • New Porsche Taycan 4S Cross Turismo 2021 review Porsche Taycan 4S Cross Turismo

    With a lower price tag and more boot space, the all-electric Porsche Taycan 4S Cross Turismo is the perfect all rounder 

    Verdict

    There are very few chinks in the armour of this more affordable Porsche Taycan 4S Cross Turismo. It’s still more than fast enough, handles beautifully, balances this with plenty of comfort and refinement, and offers plenty of tech. It’s still a pricey machine in isolation, but the quality of the driving experience, the interior and the technology live up to expectations – and in a more practical estate body style with even more comfort, the Taycan has never been so appealing.

    We’ve sampled Porsche’s more practical, slightly more rugged Taycan Cross Turismo electric car in high-performance (and pricey) Turbo form, but as is the way with the German brand, more affordable models always follow close behind – and so it is that we’re driving this less powerful ‘4S’ version of the Taycan Cross Turismo.

    More affordable is a relative term given it costs from £88,270, and with the test car we tried coming in at £102,961 with options. But nonetheless, at £117,960 for the Taycan Turbo Cross Turismo, and £140,360 for the Turbo S, this 4S certainly lowers the barrier to Taycan CT ownership.

    For that price you still get the 93.4kWh Performance Battery Plus, which offers a maximum claimed range of 277 miles. With up to 270kW DC charging capability, if you can find a point fast enough, a five to 80 per cent charge will take less than 23 minutes thanks to the Taycan’s 800v electric architecture. You can also opt for a 22kW AC on-board charger for an extra £1,179, but given an 11kW charger is standard, we wouldn’t bother.

    The mid-speed punch is still incredibly rapid and is controlled by a chassis that is sublime. It proves electric cars needn’t all be the same to drive; the Taycan in all its forms reinforces that EVs can have character and be enjoyable, and in the Cross Turismo it’s even better. This stems from the slightly raised ride height, by 20mm compared with the standard Taycan saloon, or 30mm on our test car that was equipped with the £1,161 Off-road Design Package.

    This extra suspension travel for the adaptive air system means that, even on 20-inch alloy wheels, the Porsche rides beautifully over torn country roads and at low to medium speed in built up areas, where the near-silent powertrain also means refinement is excellent. In fact, even on the motorway the Taycan is superbly quiet – doubly impressive given the Cross Turismo has a big hatchback compared with the standard saloon. 

    Sometimes at higher speed over sharp crests in the road the suspension’s fluidity breaks down, causing a noticeable thump, but this is rare – and even when it does the Cross Turismo controls its weight relatively well. You’re always aware of its mass, but the chassis contains it and delivers reassuring handling; only when you really start to push does the car struggle to cope. And the Cross Turismo does invite you to push, because the steering is the best of any electric car. All Taycans offer a wonderful weight, beautifully direct response and even a hint of feedback.

     There is one drawback to its dynamic ability though. While the power delivery is mostly smooth, if you ask for maximum acceleration coming out of a slow corner you can feel the rear-mounted two-speed transmission drop down into its lower ratio before the Cross Turismo thrusts forward. It’s far from frustrating, but in a machine whose engineering is otherwise incredibly highly polished, it’s an odd anomaly.

    This feeling of polish extends to the cabin, as like the Taycan saloon, the three-screen set-up is crisp, quick to respond and looks great. It marries this easy-on-the-eye appearance with strong functionality, too.

    Unlike the Taycan saloon the Cross Turismo is more of a shooting brake estate, with a hatchback that reveals a 446-litre boot, making it a more practical option. There’s an 84-litre storage compartment in the front for charging cables, too. Space in the rear is great despite the low roofline; there’s a chunky sill to climb over, but once you’re sitting back there, head and legroom are fine.

    Combined with efficiency of more than four miles/kWh over a mixed test route that explored the Taycan’s performance frequently, it’s even efficient, so at least the running costs should be easy to bear – and you can’t say that about many £90,000 estate cars with this level of performance.

    Model: Porsche Taycan 4S Cross Turismo
    Price:  £88,270
    Battery/motor:  93.4kWh, 2x electric motors
    Power/torque:  563bhp/650Nm
    Transmission:  Two-speed automatic, four-wheel drive
    0-62mph:  4.1 seconds
    Top speed:  149mph
    Range/charging:  277miles/270kW DC (5-80% 23mins)
    On sale:  Now

    (autoexpress.co.uk)

  • New Porsche Taycan Cross Turismo prototype review New Porsche Taycan Cross Turismo prototype

    We get behind the wheel of a prototype version of the new all-electric Porsche Taycan Turbo S Cross Turismo ahead of its official arrival

    Porsche’s first foray into the electric car world has gone better than it could’ve imagined. The Taycan has won plaudits the world over, with sales to match. So it makes sense to follow up on the success quickly with the second version of the Taycan, the Cross Turismo.

    The Porsche Taycan Cross Turismo is set to be unveiled next week, but Auto Express was invited to put a pre-production model through its paces in the UK, weeks before the very car would be unveiled on stage.

    There was an added twist to this car – it was in the middle of a world tour taking in the US and the rest of Europe before being taken back to Germany. And although it wore a light disguise, it wasn’t to be cleaned during its trip. So joining the Californian sand was a fair bit of Buckinghamshire mud from our own test drive.

    The Cross Turismo features the running gear and much of the bodywork at the front end from the Taycan saloon, but the roof has been extended which, along with the muscular rear three-quarter bodywork, flows into a hatchback tailgate in a very similar way to the Panamera Sport Turismo.

    Even behind the dirt and disguise, it’s clear what the car is – as one Panamera Sport Turismo owner spotted on our test drive. He also found out how quick the car is.

    Full specs will be revealed on March 4, but the Turbo S model we’re driving uses the same electric motors (delivering 751bhp and 1,050Nm) and 93kWh battery as it’s Taycan equivalent. That means brutal acceleration with an estimated 0-62mph time of just 3.0 seconds, 0-100mph in 6.5 seconds and on to a top speed of around 160mph.

    Those figures are slightly down on the saloon, but you’d hardly notice. Even in Normal mode, adjusted by a dial on the steering wheel or via the crystal clear touchscreen, a flex of your right foot will shove you back in your seat as the whine from the electric motors ramps up.

    You can choose an electronically generated sound that’s a little like a space ship as part of the Electric Sport Sound pack. It comes on automatically if you select Sport or Sport Plus modes – they also sharpen up responses from the steering, throttle and suspension.

    The Cross Turismo has a bit of SUV attitude, too, with Gravel mode, which raises the suspension by 10mm in addition to the 20mm the Cross Turismo gets over the standard Taycan. It doesn’t turn the car into an off-roader, but it does give you a little more confidence to take to a dirt track or tackle a deep ford, as we did.

    Four-wheel drive helps, too, but the Taycan has always felt like a proper Porsche to drive; nimble and incredibly responsive for something of its size and weight.

    It also rides in a way that we’ve come to expect from Porsche, but which seems to defy physics. Even in the most hardcore modes, you can live with the ride. But for everyday driving in the Normal setting – or Range if you want to try and get close to an expected 250-mile range – it’s almost limo-like, while you’re still able to enjoy the most direct steering yet in an EV and super-tight body control. The best bet is to go for your own blend of settings in Individual mode, but you can throw the car around with confidence and blast out of corners with acceleration that little else can match.

    The (fast) limo experience extends to the back where the added ride height makes access a little easier, but it’s best to describe it as snug – more due to the high window line than a lack of space.

    Similarly, style compromises the boot. Again, the hatch improves access, but the sloping rear screen will limit load carrying and won’t endear you to your dog.

    Although this was a pre-production model, there was nothing pre-production about the build quality. Porsche cabins are as good as they get these days, with strong tech that includes a digital instrument display, two central touchscreens and even one in front of the passenger. The only rattles from this well-travelled pre-prod model came from grit coming lose from under the car – it felt incredibly solid.

    One difference on our pre-production test example was the wheels – you’ll get 21-inches on production cars, ours came on 20s, wisely fitted with all-season tyres.

    Although the Taycan Cross Turismo gives you plenty more than the saloon, we’re not expecting that to be reflected in the price – we reckon around £140,000 for the range-topping Turbo S – no more than a couple of grand more than its sibling. The rest of the Cross Turismo range should follow the saloon, with the exception that a rear-wheel drive version is not expected.

    That won’t bother too many. Our short run in this rather special pre-prod model has proven Porsche will have yet another hit on its hands.

    autoexpress.co.uk

  • New Porsche Taycan GTS Sport Turismo 2022 review Porsche Taycan GTS Sport Turismo

    The new Porsche Taycan Sport Turismo adds a bigger boot and more headroom to the electric supercar’s growing range 

    Verdict

    The Porsche Taycan GTS Sport Turismo finally proves that EVs really can be as exciting to drive as they are fast, as practical to use as they are desirable – albeit at a high price here. There are few excuses required for this car. It even has a 313-mile range and can be charged to 80 per cent of this in less than 23 minutes. If this is the future, it’s not just bright, it’s downright brilliant.

    Porsche’s Taycan GTS Sport Turismo could be its best electric car yet. It looks great, goes like stink, is beautifully designed and engineered, and – with just a couple of small caveats – it drives quite brilliantly.

    So although it costs a whopping £104,990, it requires few excuses to justify, and when you compare it with its closest brother from within Porsche’s own petrol-engined line-up – the similarly styled Panamera GTS Sport Turismo – the list of excuses actually gets shorter.

    It’s more than £5,000 cheaper than the Panamera GTS ST. It also offers more power and torque, at 590bhp and 850Nm, so in simple terms it’s just faster: 0-62mph takes 3.7 seconds in the Taycan, 3.9 in the Panamera. Plus, of course, from an ecological point of view, the Taycan GTS is operating in an entirely different universe.

    So what are the compromises? Well, it’s the same old triumvirate on the surface; weight, range and charging time. Except even in these areas the Taycan GTS no longer seems all that out-moded.

    Its 2,370kg kerbweight doesn’t cripple its dynamic ability. On winding roads the GTS Sport Turismo serves up a lovely mix of ride, handling and steering precision. Its steering is especially crisp, its body control and traction both spookily good given the sheer weight the GTS carries, and, at last, even its brakes inspire real confidence. So the GTS drives as good as it looks, in other words.

    Porsche has even managed to solve the often thorny EV issue of sound, too, by giving the Taycan GTS an intriguing new voice. One that includes blips on downshifts between the two gear ratios and a variety of screams and fizzes under acceleration that really do add to the car’s driver appeal.

    Also not to be undersold is the extra hit of practicality the Sport Turismo bodyshell brings. In the front it’s familiar enough territory, albeit with a variety of welcome GTS touches to elevate the cabin; good sports seats make a difference, too. But in the rear there’s a lot more headroom and a much bigger boot (446 litres).

    It also comes equipped with most, if not quite all the goodies you’d want as standard. Porsche Adaptive Suspension Management is included, for example. But you’ll need to pay extra for our car’s four-wheel steering and its upgraded surround-sound audio system.

    And the other caveats? One, the battery still takes 23 minutes to charge from 5 to 80 per cent, and even this requires the most rapid charger possible. But that’s electric cars for you, and the Taycan is one of the fastest to replenish. 

    Two, it does chew through its theoretical 313-mile range dramatically if you drive hard, to a point where its real-world range is nearer 200 miles if you’re going for it. Then again, a Panamera GTS would quaff a tank of petrol at a broadly similar rate, which would cost you £135.

    Finally, and only if we’re being picky here, the Taycan GTS feels a touch cumbersome under full brakes when you’re going downhill from a big speed into a slow corner. You just need to be fully aware of the physics involved under such circumstances.

    Model: Porsche Taycan GTS Sport Turismo
    Price: £104,990
    Battery/motor: 93.4kWh/2x e-motor
    Power/torque: 590bhp/850Nm
    Transmission: Two-speed automatic, four-wheel drive 
    0-62mph: 3.7 seconds
    Top speed: 155mph
    Range: 313 miles
    Charging: 270kW (5-80% in 23mins)
    On sale: Now

    (https://www.autoexpress.co.uk/porsche/taycan/356872/new-porsche-taycan-gts-sport-turismo-2022-review)

  • New Porsche Taycan RWD 2021 review Porsche Taycan RWD

    The entry-level Porsche Taycan loses four-wheel drive, but is sharper as a result

    Verdict
    This latest Porsche Taycan proves that the car’s high points are at the extremes of the range. If you want thrilling, mind-bending performance, get the Turbo S. If you want a version with a great real-world range, its own unique character and a significantly reduced price, then this new entry point is the best buy for most. A brilliant EV line-up just got even better.

    What you’re looking at here is the new Porsche Taycan. That’s just ‘Taycan’, without any extra garnish attached to the name, because it’s the new entry point for the high-performance line-up. Before options, prices start from £70,690, so it’s a full £12,890 less than the next model in the line-up, the all-wheel drive Taycan 4S.

    On the face of it, it’s hard to see what it loses. There’s still the same dramatic body, the same driver-focused cockpit, and the same battery as the 4S – 79.2kWh as standard, or 93.4kWh for the upgraded Performance Battery Plus pack fitted here.

    There are two main features this base model lacks, but it turns out they’re hardly missed. Until now, the Taycan range has exclusively offered four-wheel drive, with a motor driving each axle. This new variant drops the front motor to make it the only rear-wheel-drive option. That means it’s down on power and torque, with a mere 424bhp and 345Nm compared with the 523bhp and 640Nm that the 4S gets in launch control mode. Adding the Performance Battery Plus raises those figures slightly to 469bhp and 357Nm, though.

    As a result, the 0-62mph dash takes 5.4 seconds – 1.4 longer than the 4S. Leave the Taycan in its Normal drive mode and its straight-line punch is a world away from the mind-bending speed of the Turbo and Turbo S models. But in almost any real-world situation, it’s still more than quick enough.

    Twist the steering wheel-mounted drive-mode dial one step clockwise into Sport, or a step further into Sport Plus, and the full potential is revealed. Here the Taycan abruptly shunts down from its energy-saving high gear into the lower ratio for more lively low-speed acceleration. Now the car leaps forward dramatically, yet still in eerie silence. The 49-74mph time of three seconds may be 0.7 seconds off the 4S, but it’s still quicker than a 718 Boxster.

    Ditching the front motor means the Taycan has lost some of its performance, but it also means that it has lost weight. It undercuts the 4S by 90kg, and while that’s not game-changing in a car that weighs 2,130kg with the big battery, most of that mass has disappeared from over the front wheels.

    This has a subtle but profound effect on the steering; it’s precise and beautifully weighted as ever, but with less resistance when the front wheels load up through a corner. It makes it feel keener to turn in.

    Which brings us on to the second significant change to this version. In a departure from the rest of the range, the Taycan goes without air suspension; it gets steel springs instead.

    While the air set-up delivers a floaty ride at a cruise, it can also thump into harsh bumps at speed. By contrast, this coil layout reacts more quickly to shocks. Through the turns themselves, there’s very little to separate the two systems. With such a low centre of gravity, the Taycan remains incredibly flat, grip levels are astonishing, and the overall balance means that it’s an easy car to trust.

    Even with only two driven wheels, traction is remarkable. In the dry the Michelin Pilot Sport 4 tyres at the back barely chirp in protest, even when the throttle pedal is mashed into the floor out of a tight corner. Indeed, the only time the tyres do protest is under heavy braking.

    Strong as they are, the brakes aren’t quite perfect, however. The energy recovery system, which uses drag from the motor to slow the car down and charge the battery, is weak; there’s no single-pedal option here, and no steering wheel paddles to adjust the regen on the fly. The transition between regenerative braking through the pedal and regular braking from the discs and pads is a little jerky, so it’s not always easy to bring the car to a smooth stop.

    This is a minor flaw, though, in what is otherwise a hugely accomplished car. While the Taycan Turbo S grabs the headlines for its neck-straining straight-line shove, this entry point to the range is otherwise the most entertaining and involving Taycan to drive on a daily basis.

    It’s also one of the most efficient, too. Losing the extra weight has boosted the car’s range; equipped with the optional larger battery, the Taycan will cover 299 miles between charges. On a warm day, at a 99 per cent charge in Normal mode.

    Model: Porsche Taycan
    Price: £74,739 (including Performance Battery Plus)
    Powertrain: 93.4kWh battery/e-motor
    Power/torque: 469bhp/357Nm
    Transmission: Two-speed auto, rear-wheel drive
    0-60mph: 5.4 seconds
    Top speed: 143mph
    Range: 299 miles (WLTP)
    Max charging: 270kW DC
    On sale: Now

    (autoexpress.co.uk)

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