Displaying items by tag: Porsche Taycan

I'm truly falling into the Taycan Cross Turismo's depression. Presently its product is strong, it's greatly simple to live with, helped by a couple of decision choices. However, I could manage without a portion of the pricier bits of pack.

Mileage: 5,672

There's cash to be made in vehicles, I'm told. Bunches of it. Furthermore, for a brand that doesn't really sell huge amounts of vehicles (contrasted and a few brands, at any rate), Porsche does a darn steady employment of placing cash in the bank. The truth of the matter is, the German producer's edge on each vehicle it shifts is the jealousy of immense wraps of the business. Last year, this was 16.5 percent.

Having dug further into the spec of my Taycan Cross Turismo armada vehicle, I want to see where the enchanted residue lives. Porsche is top dog, I figure, of pitching its vehicles at undoubtedly the perfect cost, and afterward permitting its very much obeyed client base to stick a couple thousand quid onto the possible bill by means of a very stunning choices list.

My vehicle isn't even all that insane - as a matter of fact, Porsche keeps a sensibly reasonable top on such things where its press vehicles are concerned - yet its unique rundown cost of £88,270 inflatables to over £102,000 once the additional items are considered in. What's more, it's not difficult to perceive how this could occur.

The Bose encompass sound framework fitted to this specific vehicle is one of the best pieces of in-vehicle sound I've heard in years, blending genuine punch in with phenomenal lucidity. It adds £956 to the cost, however assuming I were of the necessary resources to consider purchasing a £80k EV, I'd mark its container many times.

Where Porsche gets truly astute is on the restorative stuff - the components that truly will make your Taycan your Taycan. Our vehicle's Ice Gray metallic paint costs £1,683, for example. The Offroad Design bundle? That will be £1,161. In any event, changing the model identification from silver to a matt-dim completion (as found in our primary picture) costs an astounding £168 - a huge choice cost on numerous a standard model, yet a negligible detail in Porsche terms.

 

I totally get this - and I'm all not in any event, featuring the issue since I believe it's a negative. Porsches are sold in generally little numbers, so incorporating the intricacy into the assembling system to work with this kind of personalisation implies that purchasers can possibly spec up their vehicle to a level that implies they won't ever see an indistinguishable model out and about.

There are a couple of regions where I think Porsche is being saucy, as you may have guessed. Three-stage charging is possibly valuable on the mainland, yet I'd never spend the thick finish of £1,200 on it when the standard 7kW unit can adapt to expedite tops off at any rate. There's an honestly ludicrous USB-C charging link on the configurator that costs £28 (you can get three on eBay for a fiver). Gracious, and our vehicle's £9 for an emergency treatment pack appears to be a striking increase when, at retail costs, even Halfords will sell you one for close to a portion of that.

Basically Porsche brings the sense to the table for a decision of charging links; you need to pay £210 for one (boo, murmur) however you can pick between a three-pin public connector or a thicker Type 2 link that is more helpful for wallboxes. I don't know numerous proprietors would utilize a three-pin choice.

You might bear in mind, it just so happens, that our Taycan let the side down a little half a month back, when it would not move off my carport without any outside help. After some examination, it would seem the previously mentioned discretionary three-stage charger had fostered an issue, so it must be supplanted, giving me another motivation not to waste time with it.

We're educated that a product fix, which hadn't been introduced on our vehicle, would have forestalled the issue in any case. A functioning charger has now been fitted and RX71 ZZA is back feeling new and full of life, prepared for a couple of summer travels. Welcome them on.

Porsche Taycan 4S Cross Turismo: first report

Track-day activity with a distinction in our new Porsche Taycan 4S Cross Turismo

Mileage: 4,500

At the point when another armada vehicle shows up, we generally put in a couple of hours going through the lodge, learning the various elements. We might try and peruse the manual (indeed, truly), while there's a great deal to be said for a decent, long excursion to assist us with getting comfortable. However, visiting a test track, joined by a teacher? That is a unique case.

Notwithstanding, that is exactly how we've managed the furthest down the line expansion to our armada - the Porsche Taycan 4S Cross Turismo - and a similar methodology we'd have taken on the off chance that we'd really purchased the vehicle. Any individual who buys any new Porsche in the UK gets a free half-day driving experience, you see - whether or not they've quite recently taken conveyance of an all-electric Taycan or a 911 GT3 RS track-day extraordinary.

All things being equal, our own Taycan doesn't actually appear to be an undeniable contender for track movement. As the Cross Turismo adaptation, it's the marginally raised, semi-bequest form of Porsche's EV, more centered around school runs and driving occasions than lap times and cutting apices. And yet, even the moderately unobtrusive 4S flaunts some stonking execution figures; with 469bhp on draft, and up to 563bhp and 650Nm accessible under send off control, this is a standard family vehicle that can break the 0-62mph run in 4.1 seconds.

It just so happens, that Porsche's Experience Center in Silverstone is completely EV-prepared, with two or three quick chargers out front and one more about six along the edge of the overwhelming structure to keep the in-house armada of Taycans ready. Indeed, you've perused accurately; most clients would rather not drive their own pride and delights on target, but since they're intended to go through the involvement with an identical model to the one they've recently purchased, Porsche has a lot of Frozen Blue Taycans alongside the standard Caymans, Cayennes, Macans and 911s.

Gathering that it has little effect whether I drive Porsche's Silverstone-based vehicle or one claimed by the press office, I pick to take our own Cross Turismo out onto the track - however solely after going to the preparation, where Porsche authorities guide the proprietors on everything from their vehicles' slowing down capacity to nourishment, wellbeing and wellness.

My mentor for the evening is a chap called Brian Saunders - a refined GT racer who divides his time between aiding punters at Porsche and calibrating the method of other hustling drivers. We get going with a couple of delicate laps of the test track, after which he presumes that my lines and expectation are great, however that my brake-pedal regulation is "horrendous".

It before long turns out to be evident that the direction around the genuinely crooked dealing with track isn't tied in with figuring out how to float; Brian's emphasis is on inspiring me to drive all the more easily, especially while dialing down the brakes, and attempting to guess how the street ahead will wander aimlessly.

I've advised him honestly (he says he's a fussbudget, so I surmise he'd do that in any case) however after a few laps he appears to be more joyful with my driving - enough so to scrutinize it on the other track, which likewise incorporates the potential chance to test the Taycan's wonderful send off control.

At the point when I believe I'm getting the hang of things, Brian guides me to the kick-plate - a water-drenched, plastic-covered stretch of black-top with a moveable part of street at its entrance. We approach at 20mph, the back of the vehicle is unexpectedly lost course and, in what would seem like no time, 2.3 lots of Weissach's best is sliding effortlessly at right points to the planned bearing.

Brian begins dealing with my method, chopping down my response time, keeping up with my attention on the course I need to travel and eliminating unnecessary directing information. It takes a couple goes to hit the nail on the head, yet toward the finish of class I feel extensively more fixed on how the Taycan acts in circumstances like this.

Eventually I leave away with a superior comprehension of why this half-day is so significant to Porsche and its clients. While a large portion of the Porsche Experience Center's joyriders are new purchasers, the heft of different participants are rehash guests, quick to additionally investigate the constraints of what their vehicles can do, in a protected, controlled climate. There's presentation to excite and charm, obviously, yet in addition the valuable chance to get a strong establishing in the vehicles' frameworks, and how to get the best out of them. I absolutely feel I'm in - write on autoexpress.co.uk.

 

Published in Porsche
Tuesday, 18 January 2022 09:04

Porsche Taycan Cross Turismo review

 At a glance

New price £81,555 - £140,751
Used price £81,630 - £163,175
Fuel Economy 2.4 - 2.8 miles/kWh
Insurance group 50How much is it to insure?
New
4.8 - 14.0
Miles per pound (mpp)
 What is mpp?
 

 PROS

  • Stupefyingly quick
  • Range can exceed 300 miles
  • Comfort and quality match pace

 CONS

  • Competitive base price lacks kit
  • And you'll want the options
  • More practical estates out there

Sitting alongside the Porsche Taycan, a four-door electric GT, the Taycan Cross Turismo is a five-door fastback that offers more practicality and a hint of off-road capability. Think of it as an electric Panamera and you're not that far off, but it's a bespoke design for the battery-powered platform and uses all the benefits of electric tech to full effect.

Where the Taycan seems relatively expensive next to other high-end electric cars, the Taycan Cross Turismo comes across as being better value. Yes, it's more than a rear-wheel drive Taycan, but you start out with more space, a bigger battery, all-wheel drive with adjustable air suspension, and a more useful car overall.

Next to a Tesla Model X, Jaguar I-Pace, or Audi e-Tron, the Taycan Cross Turismo doesn't seem like bad value even ignoring the cachet of the badge on the front, at least until you delve into the specs.

How is the Cross Turismo different from the regular Taycan?

As well as the fundamentally more practical bodystyle, the Cross Turismo version brings a few off-roading niceties and includes the larger battery and air suspenion on all models. The regular Cross Turismo has a ride height of 20mm higher than a Taycan, while an off-road package gives it another 10mm of ride height.

Porsche is known for performance, and there are S, Turbo and Turbo S models that push the performance away from the 'adequate' of the entry-level model and into 'ludicrous', at which point prices start to climb. Getting the stats to out-argue a Tesla owner will cost you six figures.

Porsche Taycan Cross Turismo review - front view, gravel
 
But realistically, for use in Britain, you don't need that performance. What the Cross Turismo does best is present an air of style, quality and comfort that is rarely found these days. Exemplary fit and finish, supportive seats, and a combination of electric smoothness and attention to detail that results in a rapid and refined GT that can also be used to pop to the shops guilt-free. Even if those shops are somewhere in the Alps.
Published in Porsche
Tagged under
Wednesday, 15 December 2021 04:56

New Porsche Taycan GTS Sport Turismo 2022 review

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)

Published in Porsche

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/)
Published in 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
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
Tagged under

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.

Published in Blog/News
Tagged under
Wednesday, 09 June 2021 13:39

New Porsche Taycan RWD 2021 review

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)

Published in Porsche
Wednesday, 24 February 2021 06:13

New Porsche Taycan Cross Turismo prototype review

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

Published in Porsche

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