Displaying items by tag: 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.

Published in Blog/News
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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.


Published in Porsche
Wednesday, 09 June 2021 15:39

New Porsche Taycan RWD 2021 review

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

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


Published in Porsche

Minor updates to the V-8-powered GTS model struggle to brighten the slow-selling Panamera's luster.

2021 porsche panamera gts

Just as we've become comfortable with there being Porsche luxury sedans and SUVs, the company has started to throw more curveballs at us. While the 911 and the 718 sports cars still tug at our heartstrings, they've now been joined by an electric Porsche in the form of the Taycan sedan, multiple Cross and Sport Turismo station wagons, and whatever the Cayenne coupe is trying to be. Against this backdrop, the four-door Panamera, even in its most driver-focused GTS configuration, is starting to seem positively conventional—possibly even a bit irrelevant.


2021 porsche panamera gts

HIGHS: Gripping V-8 soundtrack, more power than last year, impressive braking and handling for its size, the cheapest path to a V-8 Panamera.

 Unfortunately, we didn't see the results of the latest power bump at the test track. Compared with the 2019 Panamera GTS we last tested, the 2021 iteration's launch-control-enabled 3.2-second zero-to-60-mph run was a tenth of a second slower, a difference it maintained over its 11.7-second, 116-mph quarter-mile pass. That's hardly to say the latest GTS feels slow—even without launch control the GTS does the 5-to-60-mph sprint in 4.2 seconds—but we would've expected at least a slight improvement in acceleration considering that the newer, 4714-pound car weighed a scant 35 pounds more than before.

Conversely, the 2021 GTS did beat out its predecessor on the skidpad and under braking. Riding on 20-inch Michelin Pilot Sport 4S summer tires, it outgripped the 2019 model by 0.01 g (1.02 g) and stopped from 70 mph in nine fewer feet (145 feet). Those are sports-car-worthy figures, and they combine with the gutsy V-8, the clairvoyant dual-clutch gearbox, and the GTS's fluid steering action to produce a stirring driving experience on pretty much any road.


2021 porsche panamera gts
LOWS: No quicker than before, still awfully expensive, looks plain next to the newer Taycan.

Putting our test car's performance numbers into context is complicated by the strength of its competition, though. For example, the electric Taycan 4S, which starts at $105,150 to the Panamera GTS's $130,650, is only 0.2 second slower to 60 mph, and it pulled 1.03 g on the skidpad. What's more, the Taycan packs a greater visual punch for most onlookers. While the second-generation Panamera's proportions are undoubtedly more attractive than the original's hunchback design, we think that the Taycan is a far better-looking interpretation of a four-door Porsche, even if it is considerably smaller inside. But if highway range is what you're after, the Panamera GTS dominates the Taycan 4S's 220 miles between charges. We averaged 30 mpg at 75 mph, which translates to a bladder-busting 710 miles between fueling.

It's also worth noting that the winner of our most recent high-performance-luxury-four-door comparison test, the Audi RS7, will only set you back $115,045 to start. That 591-hp Audi also beats the Panamera GTS in our acceleration tests, as it should, yet maintains an impressive degree of luxury-car comfort.

2021 porsche panamera gts
Porsche's formula for its GTS models generally includes some value packaging compared to similarly equipped lesser versions. That positioning does apply to the Panamera, but it's tough to call the GTS variant a smart buy unless it's in the company of the 620-hp Turbo S model (base price, $179,050) or the 689-hp Turbo S E-Hybrid ($189,050). Even with a relatively light load of options for a Porsche, our test car stickered at $148,800 yet lacked extras such as adaptive cruise control and ventilated seats.

It wasn't long ago that the Panamera was abuzz with attention, both positive and negative, as it brought Porsche into a new, profitable market segment. But as the brand enters a new era, the luster of its once controversial four-door hatchback is beginning to fade as more enticing alternatives crop up both within the Porsche lineup and elsewhere in the high-performance luxury space. Along with the Taycan, we imagine the strength of the Cayenne lineup, including the new-for-2021 GTS model, will continue to hamper Panamera sales, which amounted to a paltry 3870 units last year—less than every other Porsche model except for the 718 sports cars. As engaging as the GTS is to drive for a sports sedan, we won't be shocked if the Panamera doesn't return for a third generation.

Published in Porsche

It is no coincidence that Porsche is celebrating the jubilee of the incredible Mercedes 500E sedan, which they even keep in their museum. Thirty years ago, Porsche’s task was to turn the E-Class W124 into a sports sedan powered by a V8 engine.

We recently wrote about the Mercedes-Benz 500E model, which many consider the most perfect sedan ever made, and in the development of which the "rival" Porsche also helped.

Yesterday, 500E celebrated its 30th birthday and thus officially entered the "hall" of oldtimers.

It is based on the W124 generation of the "golden" E-Class, and since it was a high-performance model, Mercedes needed help assembling a large engine into a smaller body.

A wider body was not an option due to the assembly line and here comes the story of Porsche, which was in financial trouble, so the project was welcome for both manufacturers.

Porsche's task was to turn the W124 E-Class into a sports sedan powered by a V8 engine.

In realization, Porsche engineers reworked most of the bodywork. The 500E was about 5.6 centimeters wider than the standard E-Class, and new elements were installed, such as different and more aggressive bumpers and a recognizable rear wing. In addition, most of the work was done in expanding the engine space to fit the 5.0-liter V8 from the Mercedes SL 500.

In addition, for better weight distribution, the battery has been moved to the trunk, and the car has been lowered by 2.3 centimeters compared to the standard model, and larger brakes have been installed. In addition, unlike the standard E-Class, each 500E was a four-seater due to the large rear differential that took the place of the middle seat in the rear.

Air entered the engine compartment through the gaps around the headlights, and the intake was insulated so as not to make too much noise. In its final form, the 500 produced 322 hp and 470 Nm of torque, and on the way to a top speed of 250 kilometers per hour, it "caught" a hundred in just 5.5 seconds.

It was presented in 1990 at the Paris Motor Show, and its production began a little later that year.

In addition to creating the drafts themselves, the making process was quite complex, which made it slow.

Namely, Mercedes delivered body parts to Porsche, and after Porsche assembled those parts, they returned them to Mercedes for painting, and then again finished in Porsche for final assembly.

The process lasted 18 days, and a total of 10,479 copies were made by the end of production.

On the model's 30th birthday, Holscher and Monig drove the 500E:

"The management is phenomenal. The linear acceleration is excellent, the brakes are outstanding and it is my pleasure to drive this car of a very dynamic character. The sound of the V8 engine is inconspicuous, but expressive, "said Holscher proudly, knowing that most of it can be attributed to the work of his colleague and him.

Published in Blog/News
Tagged under
Wednesday, 21 April 2021 07:35

Madness called 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!

Published in Blog/News
Tagged under

Porsche made Vision Renndienst back in 2018, and due to the popularization of electric cars, many wondered if a new surprise from Porsche would follow.

The answer was given by Porsche itself for Autoblog. They stated that the company will not embark on new excursions in terms of city cars, even if they look like a concept minivan.

Vision Renndienst
According to Index.hr, Porsche's head of global design Detlev von Platen stated that he would only participate where “it is possible to define a sports vehicle.” It is a pity because this concept would be interesting to see on the road.

Let us remind you, Renndienst was designed by Porsche in 2018, and it was shown to the public for the first time at the end of last year. The driving position is central, as in the McLaren F1, but it can carry six people.

Published in Blog/News
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