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Review of the Porsche Taycan GTS 2022 track


ROSAMOND, Calif. – Talk about Electric Car definitely has to come down to this charge time, range, kilowatt and that volt. Even the only performance-oriented factor often mentioned, 0-60 time is, in and of itself, just a number. All very eccentric. The majority of casual sports fans don’t love the game because of the cutting-edge analytics, it’s no surprise that casual car fans don’t really like electric cars. For them, it’s about how it feels, how it looks, and how it feels, not the numbers.

NS 2022 Porsche Taycan GTS Not for the eccentric team. Its EPA estimated range, when finally published, will be slightly better than Taycan Turbo is more correct meh Estimated 212 miles. Its 0-60 time in 3.5 seconds, whether taken up by the sedan tested here or the Sport Turismo we will see away from the track in two weeks, is both slower than Lucid Air Grand Touring and Tesla Model S Plaid. Its impressive 800-volts the battery The architecture allows you to recharge from 5% to 80% in 22.5 minutes, but double check that Sheldon protects your pocket.

No, all those facts and figures instantly disappear when Taycan The GTS slingshot out of the pit at Willow Springs International Speedway, easily racking up 70 mph after a unique shift at around 55. After the third turn, all thoughts on this car’s means of propulsion. even stay out of the window when attention turns to instead just drive as fast and as smoothly as possible around the circle. You basically forget it’s an electric car and instead revel in it being a Porsche. And since this is the new GTS, it is the most performance-focused version of this particular Porsche.

Although the suspension components, including the air springs and dampers, still carry from Taycan 4S, calibration and adjustment are unique to the GTS. Porsche says this results in improved response and a better sense of connection to the road, but since there’s no other version in hand, we can only say that the GTS remains miraculously flat and well-built. The layout around the roller coaster is actually Big Willow. Pirelli PZeroes have incredible grip, front and rear engines provide all-wheel drive traction, and the inherently low center of gravity of all those batteries.

The ride feels comfortable and immediate with a tight, eager steering boosted by the standard brake-based Torque Vectoring Plus system and available rear-wheel steering that rotates the rear wheels by up to 7 degrees. (standard is 5 degrees). The latter would probably be better judged thanks to the tighter technical circuitry, but there’s no denying the agility this long and heavy vehicle exhibits. It’s also very well balanced, 718 more than the 911, with batteries spread between the axles and the engine revving front and rear. There was not a single sign of under-riding, and although the rear did come out at one point when the stability control reins loosened, it was a result of track conditions and driver error. Like mid-engine 718 Cayman GTS or GT4, this is a car about neutral accuracy, not history. Can you drift? As with some other high-performance, four-wheel drive vehicles, this can actually happen, and the rear-wheel steering response is even programmed to slow down in such cases, but that’s really the case. its not the MO.

That certainly wasn’t a problem as I continued to attack Big Willow, the lap time steadily decreasing as familiarity with the track and the vehicle increased. Crucially, throughout the effort, the Taycan GTS never felt as out of place as some high-performance sedans can with that little voice in your head thinking, “this is good and good, but is anyone really will do this? “With the Taycan GTS, maybe they won’t, but they’ll miss out on the max experience, the numbers are scary. I’ve had luck. driving a 718 Cayman GT4 at Knockhill in Scotland and Final generation GT3 RS at Road Atlanta, and while it’s certainly a quieter experience, the Taycan GTS feels similar to home when it comes to lap after lap.

Quieter than yes, but not completely muted. Putting the Taycan in Sport Plus mode automatically uses the “Porsche Electric Sport Sound” function fine-tuned for the GTS. As in the other Taycans, the artificial noises are created by recording and digitally future the rear engine cranking, but the GTS has a louder version of the bass that’s better suited to the application. use high performance. The rumbling electric screech that seems to come from somewhere behind you (much like a Porsche engine noise) adds all the drama and intrigue, and I actually turned it on during the entire drive. on your street with the Taycan Sport Turismo regardless of driving mode. It’s also useful on the go, adding some useful extra context regarding speed and throttle position.

Other GTS performance enhancements include brake, up to 390 mm matching Turbo front compared to 4S ‘360. They can be upgraded to our Car Fitted Ceramic Hybrid Brakes, which are not only lighter and less prone to fading, but also increase in size by 30mm and feature four more pistons for a total of 10 ( !) in each of the front calipers, and an increase of 58 mm at the rear. Besides their sheer circumference, you can identify them with yellow paint versus a standard red caliper (oh, and $9,080 cleared from your bank account). Ours had the yellow ones and they were absolutely perfect, with a solid, reassuring pedal feel and easy adjustment without any of the weirdness involved in reproduction. The Taycan adds some extra regenerative braking when in Sport and Sport Plus modes, but the results are similar to the kind of deceleration expected of an internal combustion car and transmission. Normal driving mode is more like a coast when you hit the gas. Our test cars also included optional 21-inch RS Spyder wheels that, in the GTS-exclusive satin black finish, are a total of 11 pounds less than the base wheel and are the lightest currently available. available on a Taycan.

There are, of course, engines. While the front engine is shared with the 4S, the rear is upgraded to a Turbo engine for a total capacity of 590 horsepower. It’s right between its respective engine siblings, and the result is a 0-60 time in similarly 3.5 seconds (3.8 seconds for the 4S and 3.0 for the Turbo). The GTS sedan’s starting price of $132,750 also splits the difference between them. The 93.4 kWh Plus performance battery pack with 800 volt architecture is shared with the Turbo and Turbo S and, as we’ve alluded to, can be usefully replenished during a time watching a sitcom . However, not quite a gas tank bump, but a fast pace for an electric car.

Visually, the Taycan has the same luxurious diet with black exterior trim as other GTS models, plus a Sporty Design tights Optional on other Taycans adds a unique front fender, side skirts and rear diffuser. All of them are black. The interior is upholstered in black Race-Tex suede-like fabric. We’ll cover it more during the Sport Turismo’s road trip, but to be honest it looks a bit cheap. At least the 18-way power front seats that Race-Tex cover, with electrically adjustable latches and thigh support are proven to be sufficient for use on the track. Are they permanent scratchers GT3 . carbon bucket? No, but then this is still a GTS, and still livable on the road.

For that part of the story, you’ll have to wait until Porsche’s embargo on the Sport Turismo and therefore driving impressions on the road increases on December 14. For now, we can have fun. Looks to report that the Taycan GTS sedan completely defies the sassy electric car stereotype. cool drips in the most classic automotive way possible: on the track. It’s further proof that the electric future doesn’t have to be boring, lifeless, and overrated on the spreadsheet.

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