Despite the Geneva Motor Show getting cancelled due to the outbreak of COVID-19, automakers are making their major reveals online, so therefore Porsche has anted up with the most exciting variation on entirely new 992 theme yet.
The new 911 Turbo S was just introduced via the internet with a surprising 61-horsepower increase over its much-revered 580-hp predecessor, which means that it now produces a shocking 641-horsepower from an identically sized 3.8-litre six-cylinder enhanced by two VTG (variable turbine geometry) turbos. The horizontally opposed engine also develops another 37 lb-ft of torque for a grand total of 590, so be happy that it comes standard with Porsche Traction Management (PTM) all-wheel drive, which incidentally has the ability to transfer up to 369 pound-feet of twist to the front wheels when necessary.
The Turbo S’ 3.8-litre turbocharged six-cylinder mill, which is based on the latest 911 Carrera engine, has been totally redesigned. The update includes a new charge air-cooling system as well as new, bigger VTG turbochargers laid out in a symmetrical design that features electrically adjustable waste-gate flaps, while piezo injectors significantly improve “responsiveness, power, torque, emissions, and revving ability,” said Porsche in a press release.
An upgraded “Turbo-specific” eight-speed dual-clutch PDK automated transmission comes standard, which allows for a blisteringly fast sprint from zero to 100 km/h of only 2.7 seconds, which shaves 0.2 seconds from its predecessor’s zero-to-100 time, while naught to 200 km/h rips past in just 8.9 seconds, this new model a full second quicker than the old Turbo S.
Possibly even more impressive, the new 911 Turbo S is a tenth of a second quicker from zero to 100 km/h than the outgoing GT2 RS, that model a 700-horsepower racetrack dominator. Take note, 911 Turbo S Cabriolet buyers will lose a tenth of a second in the opposite direction, but this still makes the convertible as fast as a GT2 RS, so it certainly won’t cause its owner embarrassment. Without doubt the drop-top will be ideal for hearing the new sport exhaust system too, which incorporates adjustable flaps that promise the kind of distinctive soundtrack only a Porsche flat-six can provide.
An Imperial performance spec worth noting is the Turbo S’ 10.5-second drag strip dash down the quarter mile, which is impressive to say the least, while owners fortunate enough to drive their cars on Europe’s speed limitless Autobahns will feasibly be able to max out at 330 km/h (205 mph) in either Coupe or Cabriolet body style, albeit with the cloth top upright in the latter model.
Keeping such speeds in check are standard carbon-ceramic brakes featuring 10-piston front calipers, while control is further improved upon with a larger rear wing that, together with the pneumatically extendable front spoiler, provides 15 percent greater downforce than the outgoing Turbo S.
The new Turbo S is also wider than the outgoing model by 45 mm above the front axle, measuring 1,840 mm across, and 20 mm over the rear axle, which spans 1,900 mm across. This should improve stability, while Porsche has also modified its active suspension management system’s (PASM) software and hardware setup, dropping it down by 10 mm (0.4 in) plus providing “faster and more precisely controlled dampers” to improve “roll stability, road holding, steering behaviour and cornering speeds.”
The various functional vents added to the Turbo S’ front grille, rear fenders and back bumper are more about engine and brake cooling, mind you, not to mention styling aggression, while the rear design is enhanced further with a pair of uniquely rectangular exhaust tips that stick outward from the black centre diffuser, while the Turbo S is made to look even better thanks to a set of staggered 20-inch front and 21-inch rear lightweight alloy rims encircled by 255/35 and 315/30 Pirelli performance rubber respectively.
The new Turbo S’ cabin is as comfortable as any other 911 and even more premium due to a full leather interior with carbon trim and Light Silver details, as well as a GT sport steering wheel, a big 10.9-inch centre touchscreen, a new Porsche Track Precision app within that centre display that comes as part of the Sport Chrono package, Bose surround-sound audio, and 18-way power-adjustable sport seats.
You’ll be able to order an all-new 2021 911 Turbo S next month, with deliveries starting later this year. Pricing will start at $231,700 plus freight and fees for the Coupe and $246,300 for the Cabriolet.
And now, for your viewing pleasure, enjoy the following Porsche supplied videos:
The new Porsche 911 Turbo S: The peak of driving emotion (2:28):
The all new Porsche 911 Turbo S. Relentless. (1:02):
Livestream: new Porsche 911 Turbo S Premiere (14:56):
Porsche revealed two final production Taycan EVs last month, but without doubt some potential buyers found the Turbo and Turbo S models’ respective $173,900 and $213,900 price tags a bit too rich for their budgets. Of course, the Stuttgart, Germany-based performance brand promised more affordable versions to follow, and therefore the $119,400 Taycan 4S is upon us. Priced much closer to the $108,990 base Tesla Model S, this is the EV “volume” model Porsche needs.
So what does the $55k (or $95k) buy you? Performance. Wheels aside there’s no obvious difference to exterior or interior design, or materials quality for that matter, but in place of the Taycan Turbo’s 671 horsepower, 627 lb-ft of torque, and launch control-assisted 3.2-second run to 100 km/h sprint from standstill to 100 km/h, or the Turbo S model’s even more outrageous 750 horsepower, 774 lb-ft of torque, and 2.8-second second run to 100 km/h, the new 4S uses makes due with “just” 522 horsepower, 472 lb-ft of torque and a 4.0-second dash to the 100-km/h mark.
A Performance Battery Plus package is available, boosting output to 562 horsepower and torque to 479 lb-ft for a nominal difference in naught to 100 km/h sprints (although Porsche rates it at 4.0 seconds as well), yet this upgraded Taycan 4S’ shoots from standstill to 160 km/h in a scant 8.5 seconds instead of dawdling along at just 8.7 seconds. Both 4S power units limit the Taycan’s terminal velocity to 250 km/h, which incidentally is 30 km/h less speedy than the Turbo or Turbo S.
Under the Taycan 4S floorboards are 79.2 kilowatt-hours of high-voltage lithium-ion battery capable of 407 km (253 miles) of estimated range, as per the European WLTP rating system, while the enhanced 93.4-kWh Performance Plus battery provides about 463 km (288 miles) of range. This compares well with next to the Taycan Turbo’s 388 to 412 km (241 to 256 mile) claimed range and the Turbo S’ 388 to 412 km (241 to 256 mile) estimates.
No matter the trim, the Taycan uses an industry-first 800-volt electrical architecture that makes for faster recharging due to a charge-rate of 225 kW with the Performance Battery or 270 kW for the upgraded Performance Battery Plus, making 22.5-minute 5-to-80-percent refills possible with all power unit specs. Regular 400-volt high-speed DC recharging happens at 50 kW, but an available booster can increase the charge-rate to 150 kW. You can also use the standard AC charge system at any J1772-compatible charging station, or plug it in at in at home, but charging times will be considerably longer.
Topping the Taycan up is made easier via Porsche’s new Charging Planner, which allows you to plot your route by mapping out ideal charging stations along the way. For instance, it will choose a quicker 270-kW station that can save you time when compared to a regular 50-kW DC charger, even if the quicker charger necessitates a detour from the shortest route. The Charging Planner also preconditions the battery to 20 degrees Celsius, which is best for the fastest possible charge-rate.
Like the Taycan Turbo and Turbo S, the new 4S incorporates an all-wheel drivetrain featuring front and back axle-mounted permanently excited synchronous motors plus a two-speed transmission in the rear. Additionally, Porsche’s centrally networked 4D Chassis Control system provides real-time analysis and synchronization for the Taycan’s standard electronic damper control Porsche Active Suspension Management (PASM) enhanced three-chamber adaptive air suspension, which should result in impressive road-holding capability.
What’s more, Taycan customers should enjoy improvements in reliability over Tesla Model S owners, thanks to Porsche designing a completely new hairpin winding technique for the electric motor stators’ copper solenoid coils, this allowing for a copper fill factor of 70 percent compared to 45 percent when wound using the conventional method, all of which results in stronger performance and less heat.
Monitoring the Taycan’s mobility status is a wholly digital primary gauge cluster filled with colourful high-resolution graphics and integrated within a free-standing, curved binnacle that pulls styling cues from the brand’s legendary 911. Just to the right, the Taycan 4S’ standard 10.9-inch high-definition capacitive infotainment touchscreen sits atop the centre stack. Most will also want the optional front passenger display that was introduced last month with the Taycan Turbo and Turbo S, this innovative addition extending the graphical experience across the rest of the instrument panel.
Features in mind, the Taycan 4S receives standard Black or White exterior paint, a unique front fascia design, a glossy black painted rear diffuser and side skirts, LED headlamps with Porsche Dynamic Light System Plus (PDLS Plus), 19-inch five-spoke Taycan S Aero alloys, red-painted six-piston front and four-piston rear brake calipers (instead of the yellow-painted calipers found on the two Turbo models) biting down on 360-mm front and 358-mm rear discs, regenerative brakes (with a maximum regenerative force of 0.39 Gs and recuperation of up to 265 kWh), proximity keyless entry, ambient interior lighting, partial leather upholstery, eight-way power-adjustable front seats with driver’s side memory and more, but take note this base model won’t go into production until June, 2020. Before then, the $1,690 panoramic glass sunroof replaces the standard aluminum roof, while the optional Porsche Mobile Charger Plus isn’t available yet either, which leaves the standard Porsche Mobile Charger Connect system for early adapters.
Available Taycan 4S options include a bevy of $910 metallic exterior colours, including the Taycan’s Frozen Blue launch colour shown in the photos, plus bright Mamba Green and deep Gentian Blue, as well as one $3,590 special colour, Carmine Red. Additionally, Porsche is offering two sets of optional 20-inch alloys and three 21-inch wheels, all ranging from $2,710 to $10,010, while the car’s black partial leather cabin can be upgraded to $4,710 black or multiple $5,360 two-tone leather, $7,490 solid or $8,150 two-tone Club leather, or alternatively $4,710 solid or $5,360 two-tone leather-free Race-Tex, the latter Porsche-first incorporating recycled materials that reduce the Taycan’s impact on the environmental.
The new Porsche should be near silent at speed too, due to an amazing Cd of 0.22, plus this ultra-aerodynamic design also minimizes energy use.
Porschephiles wanting a taller SUV model instead of this road-hugging four-door coupe will be glad to know that a crossover coupe dubbed Cross Turismo is on the way next year. It’s designed to go up against the Jaguar I-Pace, Tesla Model X and whatever else comes down the pike by then, so we can all look forward to that.
You can order the new 2020 Taycan 4S right now, however, just like its Turbo siblings, while its arrival date is set for summer 2020.
Not many cars have been as enthusiastically anticipated as the new Porsche Taycan, and now production model has finally arrived at the 2019 IAA in Frankfurt, Germany.
To say that it’s powerful seems as bizarrely understated as merely calling it quick. Take a deep breath and then consider that its most formidable variant makes an outrageous 750 horsepower and even more mind-blowing 774 lb-ft of torque, its collective force allowing for a 2.8-second blast from zero to 100 km/h.
Such performance is nothing new to Tesla aficionados, the California brand’s Model S P100D good for a 0 to 100 km/h run of only 2.6 seconds, but how it achieves that feat with just 613 horsepower and 686 lb-ft of torque available is beyond me (although the fact that its heaviest curb weight of 2,250 kg/4,960 lbs is lower than the Taycan’s 2,295-kg/5,059-lb unladen weight probably has something to do with it). Then again, Porsche has a tendency to understate performance specifications; this brewing up to be an epic drag race that every credible cable and YouTube automotive show will be covering.
This said, Porsche’s faithful care more going fast around corners than merely burning up the asphalt in a straight line. To prove the Taycan’s dominance through tight twisting curves, Porsche took a pre-series example to the legendary Nürburgring-Nordschleife racetrack and quickly set an EV lap-record of 7:42 minutes, which just so happened to obliterate the last Tesla Model S P85D’s 8:50 lap time by over a minute. A minute off the pace around any racetrack is downright embarrassing, making us willing to bet that Tesla will soon show up in Nürburg, Rhineland-Palatinate with its more recently introduced P100D, plus a complete crew and an experienced driver.
In Tesla’s corner is price, because any 2020 Taycan Turbo is much more expensive than even a fully featured Model S P100D. The 2020 Taycan Turbo, which makes 671 maximum horsepower in launch mode, 627 lb-ft of torque, and can achieve a 3.2-second run from zero to 100 km/h, is now ready to order for $173,900 plus freight, whereas the new top-tier Taycan Turbo S is available from $213,900. Making matters more interesting, these two models aren’t even fully loaded, with Porsche’s many pricey options capable of driving its price up and over $250,000, which is a range normally associated with Aston Martin Rapides, Bentley Flying Spurs and Rolls-Royce Ghosts (ok, maybe a used R-R).
None of the super sedans above are capable of completing the 100-yard dash as quickly or scaling a mountain pass with the level of fleet finesse as a Taycan, however, while none will get the job done without chugging down a tanker’s full of premium unleaded gasoline. Back to electrics, a new 2019 Model S can be had for a comparatively bargain basement $108,990, while its sportier Performance trim line will set you back a mere $134,990 before creeping up to $155k when all options are added. Still, that seems like chump change next to a Taycan Turbo or Turbo S.
If you’re starting to feel like Porsche has forgotten simpler folk that can barely afford anything into six figures, we can take a little comfort in knowing that these super-fast Turbo variants (in name only, as there are no turbos at play) are merely being introduced first for their jaw-dropping wow factor. Later this year additional less powerful trims will be added to bring the price down from their current cirrus-pheric levels to mere stratospheric realms, but the upcoming Cross Turismo crossover coupe, which will directly take on Jaguar’s I-Pace toward the end of 2020, will no doubt have a full range of more and less accessible window stickers.
While performance matters, styling will probably play a bigger role in consumer choices when opting for either the Taycan or Model S. The new Porsche is completely new and inarguably good looking, whereas the Model S has been in production for seven years with very few changes. Fit, finish and interior refinement isn’t exactly a Model S strong point either, but expect only the industry’s best materials and workmanship within the new Porsche, while Stuttgart’s various on-board electronic systems are as good as digital displays get.
To that end the Taycan includes a fully digital pod-like gauge cluster that appears to float on its own behind the steering wheel. The black background of its classic Porsche curved oval area gets filled with colourful high-definition graphics that should appeal to both experienced EV users as well as long-time Porsche owners, while the two touchscreens that span the centre and right-side of the dash, the second display in front of the passenger, and the third capacitive touchscreen atop the sloped centre console (a la Range Rover), are digital eye candy and ideal for optimal control of the car’s myriad functions.
One of those screens no doubt includes animated power-flow graphics that show a permanent-magnet synchronous motor powering each axle, combining for the previously noted output numbers depending on the model chosen, although it should be noted that both make 616 horsepower when not in launch mode.
With that overboost setting switched back on, the slower of the two Taycan models can launch from standstill to 200 km/h in a scant 10.6 seconds, while this car’s standing quarter mile arrives in just 11.1 seconds. Do the same with the more formidable Turbo S and the 200-km/h mark arrives in just 9.8 seconds, while the quarter mile zips past in only 10.8. Both trims top out at 280 km/h (161 mph), an electronically limited top speed.
To achieve such performance the new Porsche incorporates some ultra-sophisticated tech, such as a single-speed front transmission and a larger two-speed rear gearbox. The latter transmission incorporates one gear for acceleration and another taller one for higher speed cruising. It chooses between rear gear sets automatically by monitoring a driver’s style, but it can also be done manually by selecting one of five drive modes. Just like it sounds, Range mode optimizes efficiency and therefore employs the taller second gear as often as possible while temporarily shutting down the front motor, whereas Normal mode makes the second gear the priority, yet uses the first gear a bit more. Sport mode, on the other hand, prioritizes first gear up to about 90 to 100 km/h, although it shifts to the second gear whenever throttle pressure is eased, and then goes back to first when needed. The Taycan also includes Sport Plus and Individual driving modes.
Anyone who’s owned a Tesla knows about overheating, the Model S notorious for it, especially when trying to execute consecutive full-power standing starts. Rather than grandfather this problem onto new Taycan buyers, Porsche has designed cooler running electric motors that feature a special hairpin winding technique to the stators’ copper solenoid coils. The result is a copper fill factor of 70 percent compared to 45 percent when those coils are wound the traditional way, giving the Taycan better more reliable performance.
In order to prove its point, Porsche endurance-tested the new Taycan in ultra-hot climates (of 42°C with a track temperature of nearly 54°C). A pre-production model circled Italy’s high-banked Nardò Ring oval racetrack at speeds ranging between 195 and 215 km/h for 24 hours straight, the marathon including six test drivers covering 3,425 km (2,128 m). Following up this punishing test program was another test that saw the new Porsche undergo 26 back-to-back launches from standstill to 200 km/h of less than 10 seconds each, with an average of 0.8 seconds variance between fastest and slowest acceleration times. Then we have the Nürburgring event noted earlier, with performance that should completely set the Taycan apart from the Model S.
Below the floorboards of both Taycan Turbo models is a 93.4-kilowatt-hour high-voltage lithium-ion battery sourced from LG, with enough stored energy to drive for 381 to 450 km (237 to 280 miles) based on the European WLTP rating system. The more quicker Turbo S also offers more range, its expected distance from fully topped up to near empty being 388 to 412 km (241 to 256 miles).
Making all this happen is an industry-first 800-volt electrical architecture, this also providing for faster recharging when an appropriate 270-kW charge station can be found (or installed in your home). How fast can it be refilled? How does five to 80 percent in just 22.5 minutes sound? Sure that’s a long wait for those used to filling up at a gas station, but anyone familiar with an electric car will know this is incredibly quick.
Porsche’s Charging Planner makes the process of charging even easier, or at least can maximize one’s efficiency when traveling. For instance, when it charts a given route it factors in the best places to recharge along the way, even if it driving a bit farther out of the way for a quicker 270-kW charge station (which will save a lot of time over a regular 50-kW DC charger) is needed. What’s more, the Charging Planner will precondition the battery to 20°C for faster recharging.
As noted earlier, the new 2020 Porsche Taycan Turbo and Turbo S are now available to build and order from Porsche Canada’s retail website, or you can place an order through your neighbourhood Porsche dealer, but you’ll want to act quickly if being amongst the first in your city to own one matters. This is the first electric car ever capable of truly taking on Tesla’s quickest Model S, making it about as important as any EV built within the last seven years.
And while waiting to take delivery of your new Taycan, or simply hoping for those lottery ticket numbers to match the bouncing balls on TV, enjoy the complete album of gallery photos above and generous supply of Porsche-sourced videos below:
Story credits: Trevor Hofmann
Photo credits: Porsche
World Premiere Porsche Taycan (40:33):
The new Porsche Taycan – Designed to enliven (1:28):
The fully electric Porsche Taycan accelerates 0-90-0 mph on the USS Hornet (0:59):
Onboard Lap – Porsche Taycan Sets a Record at the Nürburgring-Nordschleife (8:09):
New Porsche Taycan sets a record at the Nürburgring-Nordschleife (0:58):
Taycan Prototype Convinces at Endurance Run in Nardò (0:57):
The new electric Porsche Taycan proves its repeatability of power before upcoming World Premiere (1:05):
A thank you to electricity: The Porsche Taycan (0:45):