Displaying items by tag: Porsche

Thursday, 16 September 2021 04:56

New Porsche Taycan 4S Cross Turismo 2021 review

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)

Published in Porsche
Wednesday, 15 September 2021 06:11

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.
Published in Porsche
Saturday, 11 September 2021 07:33

Porsche Taycan "Extrem" Aero Kit by DMC

* German tuner DMC has prepared a new "Extrem" Aero Kit for the electric Porsche Taycan, at a price of 5,990 US dollars


* Ultra-light carbon fiber elements include front spoiler, sill set, as well as a striking rear spoiler


* There are also new aluminum wheels, rear emblem with lighting, as well as a personalization program for the interior (carbon fiber, crocodile or other leather ...)

* Complete DMC package for Taycan (Aero Kit, wheels, modified interior ...) can cost up to $ 24,990 depending on the client's wishes

 

Published in Blog/News
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Tuesday, 07 September 2021 06:28

Porsche Mission R Concept

Last month, Porsche announced that it would exhibit a new concept car at this year's Munich Motor Show.


That is what happened today, so we have before us the Porsche Mission R Concept, their first electric race car that is described as a futuristic study that hints at the future of mobility. Also, with this study, "Porsche is looking to the future, with state-of-the-art technology combined with a breathtaking design."


Either way, the Mission R Concept is powered by two electric motors with a combined 800 kW / 1088 hp, acceleration to 100 km / h takes just 2.5 seconds, and top speed is 300 km / h. The news also points out that 75% of the battery capacity can be recharged in just 15 minutes.


The package also includes a plastic body reinforced with natural fibers (the same material is in the interior), a protective cage, all-wheel drive, 18-inch magnesium Cup wheels, Michelin tires, as well as a braking system with 380 mm front and 355 mm discs back.


In terms of dimensions, the Mission R Concept is 4326 mm long, 1990 mm wide, 1190 mm high, the wheelbase is 2560 mm, while the vehicle weighs around 1500 kg.

Unofficially, there is talk of a potential racing series in the future, although there are no concrete details for now.

Published in Blog/News
Thursday, 02 September 2021 05:26

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)
Published in Porsche
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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)

Published in Porsche

One beautiful 1977 Porsche 934/5 model goes up for auction next August, while its sale can be concluded, as expected, somewhere between 1.3 and 1.6 million dollars ...

The special model has the chassis number 930 770 0951 and is one of only 10,934/5 models ever created by the German manufacturer. This machine had its racing debut in 1977 at the 12 Hours of Sebring competition and was owned by the Brumos Racing team. Driven by Peter Greg and Jim Basby, this machine qualified for the pole position, finishing the race in a rare place.

After this race, Busby bought a car and continued to race with it during the same season, finishing second in the race on the Laguna Seca track. In 1978, Busby sold his 934/5 fellow runner, Monte Shelton, who modified it to 935 specifications and continued to compete with it until 1983.

Since retiring from competitive racing, this classic Porsche model has changed several hands and moved from one collector’s garage to another, while recently undergoing a complete restoration under the supervision of company experts, who helped restore it to its original condition and get its original specifications, as well as the livery used during his 1977 Sebring debut.

The car has been unveiled only once publicly since it ended its racing days, which was when it appeared at the Amelia Island Concours d’Elegance event, according to the Gooding & Company list. This will be the first time that this sports car has been offered for public sale, so it should not be mentioned that stubborn Porsche fans will be more than willing to pay a huge amount to get its keys.

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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)

Published in Porsche

We are used to witnessing model recalls every year due to problems with the engine, brakes or some other integral part of the car, but modern technologies bring some new problems. Porsche has recalled 43,000 units of the Taycan and Taycan Cross Turismo models produced before June this year due to a serious software error.

Modern cars, and especially electric ones, depend much more on software, so even one small coding error could make a very serious situation, as it has happened now. During internal tests, Porsche discovered that due to a software error, the electric motors could be turned off while the vehicle was in motion.

In the event of an engine shutdown, Taycan displays a message on the instrument panel informing the driver that the vehicle needs to be moved to a safe place. The good news is that even when the engine is turned off, the steering and brakes remain in function. According to the German company, if this situation happens on the highway, the driver has about 90 seconds left to find a place where he can safely stop the vehicle.

As Autocar writes, the Porsche Taycan can be restarted after stopping, which means drivers and passengers will not be left parked next to the road. The statement said there were no specific conditions affecting the engine shutdown and that this discomfort could occur at any speed. Owners are invited to visit the dealer in order to do a software upgrade because it is not possible via the Internet, and this process takes an average of an hour.

Porsche has confirmed that the hybrid models of the Panamera and Cayenne are not affected by this problem, as the elements of the electric drive are completely different from those in Taycan. However, the Audi E-tron GT, which shares a lot with Taycan, also has the same software bug, although the Ingolstadt-based company has already serviced most of its cars, which was not a problem as this electric Audi almost hit the market and was not sold in large numbers. specimens.

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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)

Published in Porsche
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