Displaying items by tag: Porsche

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.

Published in Blog/News
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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.

Published in Blog/News
Tagged under

 

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
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

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.

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