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Unread 2019-10-14, 12:42 PM   #76
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Porsche Taycan 4S expands the range with a cheaper option

The Taycan puts a unique electrified spin on Porsche's 4S nameplate




Porsche has quickly kept its promise of releasing cheaper Taycan variants, detailing a new, 4S-badged version of the electric sedan that slots near the middle of the range.
While Porsche aficionados will instantly recognize the 4S nameplate from other models like the 911 and the Panamera, the Taycan puts a unique spin on it by breaking it down into two powertrains. The regular 4S uses a 79.2-kilowatt-hour, 1,221-pound lithium-ion battery pack the company calls Performance Battery. Buyers can pay extra for a 92.3-kilowatt-hour, 1,389-pound pack called Performance Battery Plus; it's the same unit found in the costlier Turbo and Turbo S models.





Customers who settle for the regular battery pack have 429 horsepower and 472 pound-feet of torque at their disposal, though the hp figure grows to 522 with launch control engaged. Those who step up to the bigger battery have 482 hp and 479 lb-ft under their right foot, but turning on launch control briefly unlocks the drivetrain's full, 563-horse potential.
Regardless of battery size, the 4S offers through-the-road all-wheel drive from a pair of electric motors, and it takes 3.8 seconds to reach 60 mph from a stop. Top speed checks in at 155 mph.
The 4S offers Porsche's innovative 800-volt charging technology. Under ideal circumstances, Porsche claims it takes 22.5 minutes to charge either pack from 5 to to 80 percent. It didn't release other charging times, though it noted drivers who need more than the standard, 50-kilowatt charger can raise that number to 150 by paying for an optional Booster.
Porsche promises the Taycan 4S delivers the kind of engaging handling its customers expect thanks in part to an adaptive air suspension. The list of standard features also includes eight-way power-adjustable front seats, keyless entry, 19-inch alloy wheels, red brake calipers, and LED headlights. Obsessive car-spotters will notice a model-specific lower front bumper, new-look side skirts, and a black rear diffuser set the 4S apart from the more expensive Taycan variants.
On sale now across the nation, the 2020 Porsche Taycan 4S starts at $105,150 when fitted with the Performance Battery, and $111,730 with the Performance Battery Plus. Both figures include a rather hefty $1,350 destination charge. Deliveries are scheduled to begin in the spring of 2020. Range estimates will be released closer to that launch date.
The previously-unveiled Turbo and Turbo S models start at $152,250 and $186,350, respectively, after the aforementioned destination charge. It's not unreasonable to speculate Porsche will continue expand the lineup in a less-expensive direction in the coming months.

Featured Gallery2020 Porsche Taycan 4S

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Unread 2019-10-16, 08:23 PM   #77
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Most Expensive 2020 Porsche Taycan 4S Costs $195,870

Go crazy on options and you'll pay double the Taycan's base price.

When Porsche unveiled its all-electric Taycan earlier this year in Turbo and Turbo S guise, people were impressed with just about everything except the price. With a starting figure of $153,310 and a slathering of options to take you well past $200,000, itís very expensive. As such, when Porsche revealed the entry-level Taycan 4S with a sub-four-second 0-60 time and a $103,800 starting price, the world of EV supercars seemed a bit more attainable. As with any Porsche, however, the optional extras can add up in a hurry.


With the Taycan 4S configurator up and running, we jumped in for our traditional most expensive survey and we wonít pull any punches. With no less than $90,720 in options, you could buy base Taycan, a Tesla Model S Long Range, and still have enough to buy a secondhand first-generation Boxster. All total, we elevated the 4S to $195,870, and with the sheer number of options and combinations that Porsche offers, itís quite possible we missed a few pricier selections.


Weíll spare you the pain of listing every single option we selected (which includes a $560 leather wallet for the owners manual) and detail the highlights. It actually starts off with two must-have items totaling $2,610 Ė the fixed panoramic roof and mobile charger connect Ė and theyíre must-have because Porsche actually forces you to take them. As such, the Taycan 4S doesnít really start at $103,800, but $106,410. Porsche explained that these are required items at launch, so if you can be patient and want an absolute barebones Taycan, you can get it later.




From there, the rabbit hole goes very deep. The Premium Package with Burmester sound system dings you for $10,570 (the sound system alone is $5,810) and the Performance Package is another $6,430. Mind you, that doesnít include the Ceramic Composite Brakes Ė that will cost an additional $9,970. Nor does the Performance Package include the 93 kW/h performance battery, which is an extra $6,580.

Those packages give you a fair amount of the interior and tech upgrades available, though youíll still pay $4,760 for the InnoDrive system with adaptive cruise control. That price also includes the heated steering wheel with carbon fiber trim and the full leather interior. The pricey 18-way adaptive seats arenít part of the Premium Package, but itís actually more expensive to go with the 14-way seats that offer memory, ventilation, and massaging functions. Such pampering costs $1,930, and if you want that extra passenger-side display screen, youíll pay $1,130 for it.

As for aesthetics, all exterior finishes save for white or black are an extra $800 except for Carmine Red, which costs $3,150 so you know thatís what we chose. The 21-inch wheels with carbon fiber blades are no less than $8,770, and the Sport Design Package with black trim costs $6,040. Inside, carbon fiber trim is a $2,460 addition, and you can even have personalized door sill guards in matte carbon fiber, but it requires $4,060. After all that, should you wish to have the Porsche Experience delivery in either Los Angeles or Atlanta, itís an extra $500.
We told you it adds up quick, and these are just the highlights. Figure in accessories such as covers, cloths, and special luggage, and you can easily clear $200,000. Jump into the Taycan configurator at the source link below, and see if thereís anything we missed on this EV adventure.
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Unread 2019-10-16, 09:06 PM   #78
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Porsche Taycan Turbo S Outperforms Model S P100D In German Test, Tesla Fans Are Not Happy







German publication Vox Automobili recently gathered together a brand new Porsche Taycan Turbo S and Tesla Model S P100D for a series of tests.

The full clip, available here, is previewed in the YouTube video below. In the first test, the duo were pitted against each other to see which changes direction better in an emergency situation.


The tests were conducted in the wet, and when the Tesla entered the section of cones at 90 km/h (56 mph), it suffered from a huge amount of understeer and was unable to make it through. By comparison, the Taycan Turbo S ran through the coned sections without issue at 97 km/h (60 mph).

Then we come to the drag races. Two tests were conducted,once again in the wet, to see which of the electric sedans can get off the line the quickest. In both, it was the Porsche that came out on top thanks to its improved traction off the line. In dry conditions, official acceleration figures from the two companies suggests that the Model S is a touch faster off the line, though in the wet, it seemed to struggle a little.


Tesla fans are an enthusiastic bunch and arenít all that happy with the results. The YouTube comments is filled with accusations that the test was rigged because it comes from a German publication Ė and Porsche is, of course, German. Weíre assured that both cars were fitted with their standard tires for the tests and while one could debate the results of the drag races, itís hard to debate the results of the high-speed handling test. Admittedly, the Tesla tested is the older P100D model as opposed to the new-and-improved ĎRavení, so weíll withhold judgement for now, but it might just be that the American electric saloon has finally met its match.

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Video URL: http://www.youtube.com/watch?v=YV2HerMtqrQ
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Unread 2019-10-29, 06:19 PM   #79
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Porsche Taycan Cross Turismo Spotted, Brings Wagons Into The Electric Era







Porsche is continuing the development of the Taycan Cross Turismo, the electric modelís upcoming wagon variant, at the Nurburgring.



The long-roof version of the electric Porsche Taycan was seen being driven quite hard on the German track, with the test car said to be the range-topping Turbo S model because of the characteristic wheel design.


Despite Porsche having already revealed the Taycan in full production guise, the Cross Turismo model still retains most of the plastic cladding on its body, including the fake headlight and roof line covers.


Porscheís intentions of adding a second bodystyle to the Taycan range became official back in 2018 with the reveal of the Cross Turismo concept, which posed as a crossover-styled wagon featuring extra body cladding and a raised ground clearance.
Customers will be offered pretty much the same powertrain options with the regular Taycan, which as of now starts from the base 4S, the 4S Performance Battery Plus, the Turbo and the Turbo S models. All versions feature two electric motors, one per axle, for all-wheel drive and a two-speed transmission mounted at the back.

Performance should be on par with the regular Taycan, which on the range-topping Turbo S version offers up to 750 HP (761 PS) and 774 lb-ft (1,050 Nm) of torque on overboost, along with a neck-snapping 0-60 mph in 2.6 seconds (0-100km/h in 2. and a top speed of 161 mph (260 km/h).
As with almost every wagon variant available in the market, the upcoming Taycan Cross Turismo is expected to offer a much more practical (and larger) luggage space, together with slightly more room for the heads of rear passengers.
The Porsche Taycan Cross Turismo is expected to launch in the end of 2020, and if you find yourself wondering how the final product will look like, just take a look at the 2018 concept.
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Unread 2019-11-21, 06:45 PM   #80
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Most Revealing Spy Shots Of 2020 Porsche Taycan Cross Turismo Yet







Porsche wants to make wagons great again with their upcoming electric Taycan Cross Turismo that our spies caught with its pants (or rather, camouflage) halfway down at the companyís parking lot in Stuttgart. [Updated 11/21/2019 ]
Porsche is continuing the development of the Taycan Cross Turismo, the electric modelís upcoming wagon variant, at the Nurburgring.

The long-roof version of the electric Porsche Taycan was originally seen being driven quite hard on the German track, with the test car said to be the range-topping Turbo S model because of the characteristic wheel design.
Despite Porsche having already revealed the Taycan sedan in full production guise, the Cross Turismo wagon model retains its development camo, but we already that it will share its front end through to the edge of the front doors with its sibling. The Cross Turismo, though, will get a unique styling at the back, much like the Panamera and its wagon-brethren, the Sport Turismo.

Porscheís intentions of adding a second bodystyle to the Taycan range became official back in 2018 with the reveal of the Cross Turismo concept, which posed as a crossover-styled wagon featuring extra body cladding and a raised ground clearance.
Customers will be offered pretty much the same powertrain options with the regular Taycan, which as of now starts from the base 4S, the 4S Performance Battery Plus, the Turbo and the Turbo S models. All versions feature two electric motors, one per axle, for all-wheel drive and a two-speed transmission mounted at the back.
Porsche Mission E Cross Turismo concept from 2018 Performance should be on par with the regular Taycan, which on the range-topping Turbo S version offers up to 750 HP (761 PS) and 774 lb-ft (1,050 Nm) of torque on overboost, along with a neck-snapping 0-60 mph in 2.6 seconds (0-100km/h in 2. and a top speed of 161 mph (260 km/h).
As with almost every wagon variant available in the market, the upcoming Taycan Cross Turismo is expected to offer a much more practical (and larger) luggage space, together with slightly more room for the heads of rear passengers.
The Porsche Taycan Cross Turismo is expected to launch in the end of 2020, and if you find yourself wondering how the final product will look like, just take a look at the 2018 concept.
PHOTO GALLERY

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Unread 2019-11-26, 08:44 PM   #81
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Porsche Exclusive Makes Taycan Turbo Even More Electrifying Using Bespoke Parts










The launch of the Taycan EV earlier this year marked a paradigm shift not only for Porsche, but also for its bespoke vehicle division.

Weíre talking about Porsche Exclusive, which has released photos of the first upgrade it ever made to an electric vehicle, the Taycan Turbo. At first glance, these Taycan Turbos seem ordinary, if weíre allowed to use such a word to describe a $150,000 car thatís able to go from 0 to 60 mph (96 km/h) in 3 seconds.
A closer look reveals several special features added by Porsche Exclusive. On the outside, the two EVs feature the SportDesign package: the Dolomite Silver Metallic car gets it with carbon inlays while the Mamba Green Metallic car combines black and body color inlays for the bumpers and side skirts.


Both cars feature 21-inch alloys, but the green Taycan Turbo steals the show thanks to an exclusive design featuring carbon aero blades. The green car is showcased with Mission E wheels painted in the vehicleís color.
Exterior highlights also include the headlights with glacial ice-blue elements, carbon mirror caps, high-gloss black badging, and light strip with Porsche logo in Glacier Ice Blue with welcome function Ė all of them on the silver car. As for the green Taycan Turbo, it also features Porsche logo LED door courtesy lights.

Porsche Exclusive worked its magic inside the cabin as well, adding goodies such as the matt carbon interior package (including matt carbon steering wheel trim), body color accents, Porsche crest on the headrests and front center armrest, Chalk Beige seat belts, Sport Chrono stopwatch instrument dial in white, and illuminated treadplates in matt carbon.
It goes without saying that all these upgrades come at a hefty price, but if someone is already willing to spend $150,000 on a Taycan Turbo, they can probably splurge $10k or more for the Porsche Exclusive treatment.
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Unread 2019-12-08, 08:58 PM   #82
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The Porsche Taycan Is An EV You Might Actually Want To Drive











The Porsche Taycan was one of the industryís most important new cars unveiled this year, and Doug DeMuro recently had the opportunity to drive it.

Not only is the Taycan the first all-electric production car from the German automaker, but it is also the first legitimate rival to the Tesla Model S which has dominated this premium EV space for years. The variant tested by DeMuro was the range-topping Taycan Turbo S, but, depending on the market, it is also offered in 4S and Turbo guise.

Found beneath the skin of the Taycan Turbo S is a 93.4 kWh lithium-ion battery pack mated to a pair of electric motors that deliver up to 750 hp and 774 lb-ft (1050 Nm) of torque when the Overboost function is enabled. This allows the electric sedan to sprint through to 62 mph (100 km/h) in a mere 2.8 seconds. Another particularly exciting aspect of the carís powertrain is that it can be charged to 80 per cent capacity in just 22.5 minutes thanks to the 800-volt architecture.
In usual DeMuro fashion, the video details some of the more intriguing exterior and interior features of the Taycan. Perhaps the most eye-catching aspect of the carís interior are the plethora of touchscreens that are used to control virtually every aspect of the vehicle. Drivers and passengers can also control the climate control vents and direct the airflow through the central touchscreen, much like on the Tesla Model 3.
The Porsche Taycan is regarded as a Tesla Model S rival but it is much more expensive, starting at $150,900 in Turbo form and from $185,000 in Turbo S guise.

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Video URL: http://www.youtube.com/watch?v=0vq6KEOIiMg
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Unread 2019-12-11, 03:31 PM   #83
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The Porsche Taycan Turbo's EPA Range Of 201 Miles Is So Bad Porsche Requested An Independent Test



When the 2020 Porsche Taycan first debuted as the Mission E concept, the company claimed the car would achieve up to 300 miles of range. But today, the EPA announced its estimated range for the 2020 Porsche Taycan Turbo is just 201 miles, leading Porsche to go and do its own independent tests as damage control.

The U.S. governmentís fuel economy site lists the Porsche Taycan Turboís range capacity at just 201 milesófar shorter than the estimated 280-mile range of the European WLTP testing standard for the same car.
This ranks the Taycan Turbo worse on range in the U.S. than every current Tesla model, the Chevy Bolt, Nissan Leaf, Audi E-Tron, and the Jaguar I-Pace. Nearly all of these vehicles feature a smaller battery than the Porscheís 93.4 kWh pack.


While one could argue the Taycan pushes for sustainable, repeatable performanceósomething Tesla has had issues with despite its impressive numbersóand that priority may have hurt its long-range distance on a charge, that doesnít excuse how bad this all looks.


Seemingly in anticipation of poor EPA figures, Porsche has already done independent testing to try and improve the Taycan Turboís reputation. Porsche got AMCI testing to determine its own range estimates in various simulated real-world environments. The result was an estimated range of 275 miles:




The city-based estimate was even better, posting an estimated range of 288 miles. The average indicated range, or what the car was reporting its range to be, for the city/highway mix was 269 miles, and 283 for city only. You can read more about the parameters of the testing on AMCIís website.



But still, 201 miles is the number Porsche has to put on the window sticker, and that is an abysmal knock on someoneís initial impression of the car. It leaves the Taycan Turbo, on paper, as one of the most expensive, lowest-range electric vehicles on the market with performance thatís still slightly behind Teslaís top performer.



While most of us likely know by now that the EPA has extremely conservative range estimates for EVs, other automakers have figured out how to push past the 200 mile barrier by now, though Iím sure, in time, the Taycanís EPA figure will slowly improve as the company finds new ways of gaining efficiency, just like with the Bolt I-Pace range upgrades earlier this year.
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Unread 2019-12-15, 04:42 PM   #84
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2021 Porsche Taycan Cross Turismo Plays Hide And Seek During Cold Weather Testing











If you like the new Taycan but would rather have something a bit more practical, then maybe the Taycan Cross Turismo will prove to be your cup of tea.

The estate shooting brake version of the regular Taycan will keep the same styling up to the B pillars and get a redesigned rear end, similar to the 2018 Mission E Cross Turismo Concept. Thus, in spite of the heavy camouflage applied to prototypes, including the latest ones brought forward by our spy photographers, expect a lighting signature akin to the show car, as well as a clean tailgate design.
Review: The Porsche Taycan Is An EV You Might Actually Want To Drive

The interior is still kept under wraps, yet it will mirror the layout from the four-door model, complete with all the tech gear, including the 10.9-inch infotainment system and optional passenger screen. Users will be able to interact with the car and access several functions using the touchscreen or voice controls, while the all-electric estate will get the same level of refinement and high-quality materials, as well as ambient lighting.
In terms of powertrains, the Taycan Cross Turismo will echo the Taycan, getting an impressive 530 PS (523 hp / 390 kW) in the 4S, with up to 571 PS (563 hp / 420 kW) during overboost. At the other end of the range sits the Taycan Turbo S, which packs a dizzying 761 PS (750 hp / 560 kW) and 1,050 Nm (774 lb-ft) of torque and does the 0-100 km/h (0-62 mph) in 2.8 seconds.
The official unveiling date is unknown, but Porsche is expected pull the covers off the Taycan Cross Turismo sometime towards the end of 2020.
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Unread 2019-12-15, 08:00 PM   #85
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Here's Why The Porsche Taycan Turbo's EPA Range Is So Bad



This week, we learned the EPA rated the new 2020 Porsche Taycan Turboís range at just 201 miles on a charge. Thatís worse than almost every other electric car on sale today, and far worse than the 300 miles Porsche teased a couple of years ago, so what made the EPA figure so low?

There are two very clear factors that resulted in the Porsche Taycan Turbo coming in with less range than the Nissan Leaf, Chevy Bolt Jaguar I-Pace, Audi E-Tron, Mercedes-Benz EQC, and every Tesla on sale today.
The first has to do with electric vehicle range estimates in general. As expertly explained already by our pal Mack Hogan, legacy manufacturers like Porsche and others have struggled to meet Teslaís impressive range figures, like 370 miles for the Model S Long Range, to prevent reliability and maintenance issues. Hereís how Mack put it:
Essentially, traditional manufacturers have customers that are less likely to accept drive unit failures, battery replacements and quality concerns that Tesla early adopters often write off as a small price to pay for a car from the future. And, without the sort of growth-is-everything valuation of a Silicon Valley tech firm, Volkswagenís shareholders are less likely to tolerate stratospheric warranty costs.




So you could argue that Porsche is just being careful that its first EV doesnít become well known for having too many problems. Porsche would rather uphold a reliable reputation than risk it pushing the Taycanís mechanics to beat the Model S on power, range, and 0 to 60 mph times.
But the the other issue specific to the Taycanís EPA-estimated 201-mile range has to do with the way the EPA does its efficiency tests based on regulations from the Society of Automotive Engineers (SAE International). .
Over in Europe, the Taycan Turbo posted a promising 280-mile range estimate from the new WLTP protocol over there. But the EPA does things differently from that protocol.




The EPA figure accounts for hot and cold condition testing, which the WLTP does not, and they can do it two ways. The first EPA protocol runs a five-cycle test, which finds how efficient the car would be in ideal conditions on the city and highway, alongside more testing in more extreme conditions to de-rate the car back down to what could be a more realistic estimation.


The other way to do it is to run only a two-cycle test, the city and highway cycles. But the EPA still requires a de-rating for a more conservative estimate and to avoid any chance of misleading customers. If an automaker chooses just the two-cycle test, a de-rating factor of 0.7 is applied to the estimate, cutting down the range.



Hereís a little more detail on the test procedure, from FuelEconomy.gov:
Electric Vehicle - Adjustment Procedure used to Derive FE Label (Window Sticker) Estimates
EPA regulations require fuel economy, energy consumption, CO2 and driving range values listed on the FE Label (window sticker) to be adjusted to more accurately reflect the values that customers can expect to achieve in the real world.
EPA currently allows fuel economy, energy consumption, CO2 values, and range values listed on the FE Label (window sticker) for electric vehicles to be adjusted using one of the following methods:
  • by multiplying city/highway fuel economy and range values by 0.7 and dividing city/highway energy consumption and CO2 values by 0.7
  • using the derived 5-cycle method described in 40 CFR 600.210-12(a)(2) and EPA guidance letter CD-15- 15, June 22, 2015 (available here)
  • using a method which is equivalent to the vehicle specific 5-cycle method described in 40 CFR 600.210- 12(a)(1) (with prior EPA approval) such as the method provided in Appendix B of SAE J1634 July 2017 Recommended Practice;
  • using adjustment factors which are based on in-use data (with prior EPA approval). Currently, most EVs use the first or third method (the 0.7 factor)
If you do some backwards math and take the Taycanís 201 mile de-rated EPA range estimate and divide it by the 0.7 de-rating factor, you get 287 miles. That means the Taycan must have achieved an estimated range of 287 mile on the EPAís two-cycle test, which closely aligns with the WLTPís 280-mile range estimate, as well as Porscheís own third-party test resulting in 275 miles of range.
Keep in mind that this does not mean you can go back to other EVs sold in the U.S., divide by 0.7, and reasonably expect that number to be accurate. You have to know how the car was tested for certification, based on one of the methods outlined above.


Unfortunately, electric vehicle testing is complicated, both globally and locally here in the U.S., which can make it difficult for the average car shopper looking at a window sticker to understand.



But whatís actually happening is automakers are taking it upon themselves to protect their reputation by perhaps holding back their equipment a little bit to ensure reliability and consistent performance, not just the biggest number they can hit.



That, and the government is also keeping figures conservative to ensure buyers donít blame them for unreasonable expectations on range, even if the EPA could do a little better job explaining exactly how a car can lose over 80 miles of range between driving in the U.S. versus driving it in Europe.
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Unread 2019-12-15, 10:27 PM   #86
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Taycan Turbo S Feels Like A Real Porsche In The Canyons












By now, you probably know all there is to know about the Porsche Taycan Turbo S. Itís been the subject of numerous reviews in recent weeks and the consensus is that the German automaker has created something rather special with its first electric vehicle for the street. Now itís time to see how it performs along the twisty canyon roads of California thanks to The Smoking Tireís Matt Farah.

First, we have to get to the stats. Found beneath the slippery skin of the Taycan Turbo S is a 93.4 kWh lithium-ion battery pack coupled to a pair of electric motors pumping out up to 750 HP and 774 lb-ft (1050 Nm) of torque with Overboost enabled. The sprint to 62 mph (100 km/h) is dealt with in roughly 2.6 seconds.

Using an electric powertrain doesnít just provide you with astonishing straight-line performance thanks to the instantaneous torque of the electric motors, but also results in seriously impressive handling, as Farah demonstrates. Because the vehicleís heavy battery pack is located in the floor, the Taycan has a very low center of gravity. This means it can take corners at stunning speeds. Farah also notes that it steers and brakes much like a regular ICE-powered Porsche.


One interesting thing about the Porsche Taycan that Farah mentions while driving it is that, unlike Teslas, it doesnít use a regenerative braking system that virtually allows for one-pedal driving. Instead, Porsche believes it is more efficient to have an EV that coasts when you let off the throttle. Consequently, those driving the Taycan need to use the actual brakes much more than they would in a Tesla; which, come to think of it, is what theyíd do in any other Porsche as wellÖ

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Unread 2019-12-16, 08:53 PM   #87
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The Porsche Taycan's Range Is Fine



The electric Porsche Taycan has an EPA estimated range of 201 miles. This has generated some controversy. Partly, this is Porscheís own fault for creating false expectations by suggesting it would have a range of 300 miles a few years ago. Beyond that, it doesnít compare well to other EVs on the market, even ones that cost much less, which is pretty much all of them, because the Taycan starts at $103,800.


To which I say: 201 miles is fine.


Is it less than every Tesla model? Yes, it is. But thatís partially because Porsche is not willing to make the trade-off between range and reliability that Tesla is, as contributor Mack Hogan has explained.





Is it less than the Chevy Bolt, Nissan Leaf, Audi E-Tron, and the Jaguar I-Pace? It sure is, by as much as 58 miles compared to the Bolt and as little as three miles next to the E-Tron.



But few if any (zero) prospective Taycan customers are eyeing a Bolt. These are, by and large, going to be folks with multiple cars at their disposal. They will be buying the Taycan because theyíre a Porsche enthusiast, or an EV enthusiast, or a collector. Maybe theyíre a rich person who wants an EV but doesnít trust Tesla. The point is, they will generally be a person with lots of money who owns gas cars too, cars they can use on the very few trips for which a 201-mile range is not enough.


And, I will emphasize, there are very few such trips. According to the National Household Travel Survey from 2017, the latest year for which data is available, only 4.9 percent of vehicle trips had a distance of 31 miles or more. The majority, 54.5 percent of trips, were four miles or fewer. Even taking into account that EVs will make multiple trips before having the chance to charge up, for most people driving more than 200 miles in one day is a rare occurrence.


Which gets to a broader point about the way we talk about EVs. We tend to interrogate their capabilities against every possible use case. What if I want to drive my EV into the middle of the forest and back? What if I need my EV for 1,000 miles per day of driving and donít have time to stop and charge? What if I need to get from Los Angeles to San Francisco without stopping?


Sure, there are some people for whom EVs wonít work, and there are some cases where EVs donít fit, like if youíre a traveling salesman in the mountain west or you often take the family on 750-mile road trips into the middle of nowhere.



But those cases are pretty rare. Itís even rarer that a family wonít have another car to use for those rare cases. And I donít think any of those people can afford a Porsche. Sure, it may be a reason not to make an EV your only car, but the Taycan will not be anyoneís only car. A range of 201 miles is more than enough to go to work, take the kids to school, go shopping, go up to the ski or beach house for the weekend, and play with your new toy.
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Unread 2020-01-14, 07:17 PM   #88
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The Porsche Taycan Turbo S 192-Mile Range Now Makes It The Least Efficient EV, Beating Itself



There were a lot of words spilled when the U.S. Environmental Protection Agency claimed the 2020 Porsche Taycan Turbo could only achieve an estimated range of just 201 miles, making it the least-efficient electric car on sale today. But itís more powerful sibling, the Porsche Taycan Turbo S, is even worse.



The Porsche Taycan Turbo gets an estimated 201 miles with an average of 69 MPGe. According to fueleconomy.gov, the U.S. governmentís website for, well, fuel economy, the EPA-estimated range for the Porsche Taycan Turbo S is just 192 miles. That means it only gets an average of 68 MPGe.




As electric vehicle efficiency goes, thatís not great. In fact, itís now the least efficient electric car on sale, beating only the Turbo model.


Both cars share the same hardwareóa 93.4 kWh battery pack, two motors and a two-speed transmission on the rear axleóbut the Turbo S is capable of pushing it a little harder, achieving a max power output of 750 horsepower and 774 lb-ft compared to the Turboís max power output of 670 HP and 626 lb-ft of torque. It makes sense that youíd lose some efficiency, too.


For further comparison, the current Tesla Model S Performance model gets an EPA-estimated 348 miles of range with a similar-sized battery pack as the Taycan. Thatís about 156 miles more than the Porsche.
The EPAís estimates are typically fairly conservative. A third-party efficiency test from AMCI for the regular Taycan Turbo requested by Porsche (take it with a grain, etc.) claimed it was actually capable of closer to 275 miles on average, and AMCIís test for the Taycan Turbo S actually came out to 278:




While these numbers are closer to how the Taycan performed in the European WLTP efficiency testing, there are a lot of factors that can impact a vehicleís efficiency and all of these numbersóEPA, WLTP, AMCIóare estimates and averages and your mileage will almost certainly vary.
We already covered why the regular Porsche Taycan Turbo is so energy inefficient (hint: it mostly has to do with the weighing nearly 1,000 pounds more than its competition), so check that out if youíre curious why these numbers are so sorry.


But still. This carís window sticker will have to read 192 miles, and compared to the competition, thatís unbelievably hard to swallow
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Unread 2020-02-03, 04:28 PM   #89
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2020 Porsche Taycan crushes its EPA range in our exclusive test

We test the electric Porsche extensively on a set EV test route and on a desert road trip


<img class="img-responsive lazy" data-original="https://s.aolcdn.com/os/ab/wheels/img/profile_placeholder.png">







A nondescript white van rolls up beside my blue 2020 Porsche Taycan Turbo as I sit at a red light on the Pacific Coast Highway near Huntington Beach, Calif. The driver rolls down his window, gives a hearty thumbs up, and makes it clear via additional hand signals that he wants to see me stand on it. His grinning passenger leans forward and seconds the motion with an enthusiastic nod.
I roll down my own window. ďSorry, but Iím in the middle of a range test.Ē


They seem to understand. When the light turns green they hang back, content to snap pictures as I accelerate away at a prudent pace. Normal driving is the goal here. To do this right I can neither be hyperactive nor drive like a hypermiler.


Thatís because this test has two parts. The first is a controlled drive around a standardized test course Iíve used before. The second is a more freeform road trip to see friends in the isolated desert town of Borrego Springs, Calif.


At the end, I'm hoping to answer two questions we all have about the Porsche Taycan: Is the Taycan Turboís 201-mile range achievable in the real world? Can you travel out of town and have a little fun along the way without fretting over range?
A lap of Orange County ó or maybe two

Iím driving on what I call my "Lap of Orange County" test loop, an EV range test course of my own design. Itís made up of suburban residential and arterial streets, along with a stretch of the Pacific Coast Highway. Speed limits range between 25 and 60 mph, with much of it in the 35-to-45-mph range. There are no outright freeways, but there are more than 100 potential stoplights and a couple dozen stop signs.


One lap of the circuit is 104.5 miles, which means that two laps would exceed the Taycan Turboís rated range by 8 miles. Iím hoping for two laps, but if I make it, I wonít keep going until the Porsche craps out along some random curb. Thatís not safe, and itís not a realistic reflection of how EV ownership works. Besides, no one wants to see the ďwinch of shameĒ onto a AAA flatbed.


Instead, Iíll add the miles remaining, if any, to the number of miles driven. This ďprojected rangeĒ figure should be quite accurate because the distance-to-empty calculation should be mature after all that time. Then Iíll plug it in and calculate consumption after itís full. The Taycanís consumption rating is 49 kilowatt-hours per 100 miles (kWh/100), which is frankly terrible.


Profiling in the O.C.

By my calculation, this is going to take nearly eight hours. But this course has enough to look at to keep things interesting. Along PCH thereís sun, surf, and enough G-Wagens to equip a small army. Not to mention the stoned surfers in white vans looking for an Instagram fix.
I start out in Range mode instead of the default Normal mode because, well, this is a range test. This configures the Taycan to prioritize its front motor, and it also drops the air suspension to low mode regardless of speed. What it doesnít do is make the throttle pedal react like a dead fish. I usually wonít use the Eco settings in other EVs and hybrids for this very reason, but Iíve got no complaints here.


The road surface varies significantly as I roll through some two dozen municipalities, from aging cracked concrete and baked coarse asphalt to mildly undulating paved ribbons draped over sagging seaside cliffs. The air suspension takes it all in stride, and low mode only seems to lack enough travel over one particularly nasty edge.


As morning turns to midday, the sun melts through the marine clouds. Iíve got the climate control set to 72 degrees in full automatic mode (my standard setting for EV tests), and I donít mind that Range mode engages the ACís Eco program because Iím driving solo. The Taycanís all-glass roof was a worry before I started, but its coating is proving more than up to the task of keeping the radiant heat at bay. Still, this isnít summer, and Iím not in Phoenix.

This is going to be easy

I begin to get optimistic about the Taycanís chances after about two hours. The number of remaining miles far exceeds expectations, to the point where the projected range works out to well over 260 miles. But Iím only about one-quarter of the way home. Too early to celebrate.


Itís worth pointing out how I drive this course. The idea is to play it right down the middle, being neither too fast nor too slow, too aggressive nor too meek. Traffic is free flowing, but clustered packs of cars usually define the pace anyway. When itís more open and I can set my own pace, Iíll limit myself to about 5 mph over, which slots me between the leadfoots and the slowpokes.


The numbers are even better as I make the turn to pass my home the first time. The Taycanís trip odometer indicates 104.6 miles driven and ó get ready for this ó 179 remaining. I marvel at the prospect of 284 miles as I begin lap two.


Traffic is slightly worse on the second circuit, especially as commuters start to mix in towards the end. My average speed drops a bit, but the gauge says Iím still pacing about 2-mph faster than my usual average speed on this course.
Lap two is much like the first, with my podcast backlog shrinking all the way. And then itís over. I roll into my driveway with 209.2 miles on the trip odometer. After two laps of Orange County, the Taycan has surpassed its rated range by 8.2 miles, and it did so with another 78 miles on the range meter. Thatís 287.2 miles of projected range, folks, some 43 percent better than the EPA rating.


For perspective, I have seen several other EVs ó but certainly not all ó best their rated range on this course by 20 percent or so. This result is significant because this is the first time I've seen a car crush it by over 40 percent. The mind boggles further when you consider that this particular Taycan Turbo rolls on massive Michelin Pilot Sport 4 summer tires instead of the workaday all-season rubber you normally see on EVs and hybrids.


Time to have dinner and recharge it for tomorrow.

Over the mountains from beach to desert

Phase two has no set speed, and I stick with the default Normal mode because this isnít my formal range test. Thereís also no standard route; I chose Borrego Springs because friends live there and the scenery is spectacular. It doesnít hurt that the roads that lead to it are some of my favorites, the sort that automakers choose when they invite the media to drive their newest toys.


Thereís some freeway mileage along the coast before the route turns inland, and here I let the Taycan run at the pace of the leftmost lane. I stop at a Cars and Coffee event for an hour or so, then head inland on a four lane with some stoplights. Then the two lane starts. My projected range hovers improbably close to yesterdayís end result even though Iím running on faster roads and taking more liberties.


Tourists soon dictate a pace I donít like, and I make a snap decision to detour up and down Palomar mountain on S6 and S7, two of my favorite side roads. The way up is a sinuous hairpin-laden beast that would be in the Tour de France if this were France, but it settles for the Tour de California. Thereís no one in front of me, so I do what you would do.


The Taycanís fat Michelin Pilot Sport 4 summer tires produce immense grip as the electric Porsche leaps from hairpin to hairpin, utterly unfazed by the gradient. Tiny pebbles ting off the flat underbelly of the car as the dual motors noiselessly get down to business. The steering is even more precise and well-weighted than I remember it from an earlier drive in Europe, and there seems to be no end to what the brakes can do.


The more flowing road that leads back down reinforces a lament Iíve noticed before. I wish Porsche saw fit to enable a real lift-throttle regeneration driving mode that does more than merely simulate engine braking. I get it, itís a drivers' car. But one-pedal driving can be massive fun, too. Give us a choice.

The last miles

I check the range gauges at the end of my 20-minute detour. The blast up and down the mountain cost me, but with 113.6 miles driven, the car says it still has 132 miles left in it. Thatís still 245.6 miles of projected range. Iím impressed.


Iím even more amazed when I realize that thereís still another significant downhill stretch between here and my destination. Borrego Springs lies at a similar elevation to my starting point but, relatively speaking, Iím still in the highlands. Up ahead, highway S22 dives off the side of a mountain of boulders through dozens of coiled corners before delivering me smack into town.


The Taycan generates electricity all the way down, but the brake pedal feel is so outstanding that itís unclear which percentage of the slowing is coming from the motorís magnetism or the massive 10-piston Akebono front calipers. The regenerative system can generate as much as 0.4g, so Iíd guess that even here the motorís doing more than the rotors.



The numbers seem to bear that out. Once Iím at the bottom, I meet up with my friends, drive to the far edge of town to take some sunset pictures of the car, then go out to dinner. Finally back at their place, the two meters read 167.5 miles driven and 86 miles to go. That works out to 253.5 miles of projected range, otherwise known as 7.9 more miles than I had at the top of S22.

Bottom line: Stop worrying about the Taycanís range

Iíve taken numerous trips in many different electric cars, so I was never concerned about the Taycan even if its range did prove to be ďjustĒ 201 miles. But itís now abundantly clear to me that the Taycan Turboís real world range is easily better that the number the EPA gave it.
My result of 287 miles of projected range in around-town driving shows that thereís ample cushion if you drive normally. It took 72.9 kWh to replenish the battery afterwards, and the math works out to a consumption rate of 34.8 kWh/100. Thatís fully 29% better than the EPA rating of 49 kWh/100.


It's true that most EVs can exceed their rated range when driven prudently, but I've never seen this much margin on this course. Still, an EV's published range is conservative by design, the result of lopping 30 percent off the number generated by the EPA test protocol. As it happens, 201 miles is exactly what you get if you take 30 percent off my 287-mile result. I'm not saying that my course mimics the EPA EV test pattern exactly, but maybe this result says something about the by-the-book nature of Porsche's numbers in the context of the EPA procedure.


Better still, the numbers didnít plummet on a more spirited road trip. Higher speeds and a bit of light hooning up a mountain had an effect, but it was nothing like I expected. My projected range was still more than 50 miles better than its official rating after all that. So letís agree to stop wringing our collective hands about the 2020 Porsche Taycan Turboís range. Itís more than fine.


Contributing writer Dan Edmunds is a veteran automotive engineer and journalist. He worked as a vehicle development engineer for Toyota and Hyundai with an emphasis on chassis tuning, and was the director of vehicle testing at Edmunds.com (no relation) for 14 years.
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Unread 2020-02-03, 06:12 PM   #90
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RIP petrol cars it's only a matter of time now.
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