An electric Porsche with an MSRP of $79,900, rear-wheel-drive, and all the compelling Taycan attributes
Atlanta, Georgia. A new variant of Porsche’s electric sports car is set to launch – joining the Taycan 4S, Taycan Turbo and Taycan Turbo S. Simply called the Taycan, the new model is now on sale in the United States. This variant differentiates itself through its rear-wheel-drive layout – removing the front power unit takes approximately 200 pounds of weight from the front of the car.
The MSRP for the new 2021 Taycan is $79,900, not including the $1,350 delivery, processing and handling fee. Like all other Taycan models, it also qualifies for a federal tax credit of up to $7,500. EPA estimated range will be available before model launch. The 2021 Taycan is expected to arrive at U.S. dealerships starting early Spring 2021.
The Taycan shares the same rear power unit and battery architecture as the Taycan 4S, and utilizes a permanent magnet synchronous electric motor with a rotor diameter of 245 mm and length of 130 mm, as well as a 600-amp pulse inverter. Like all other Taycan variants, the Taycan benefits from a two-speed transaxle to provide strong and seamless acceleration, with efficient highway cruising.
Two battery configurations are available. The Performance Battery features a gross capacity of 79.2 kWh and can charge at up to 225 kW. The larger Performance Battery Plus weighs approximately 170 pounds more, features a gross capacity of 93.4 kWh and can charge at up to 270 kW. Regardless of size, both take just 22.5 minutes to charge from 5% to 80% when the appropriate battery state of charge and temperature are met, and the car is connected to a compatible high-speed DC fast charger.
These two battery configurations also determine performance potential. The standard Performance Battery provides the power to produce up to 402 horsepower (300 kW) and 254 pound-feet of torque from the Taycan’s single rear motor. When equipped with the optional Performance Battery Plus, the motor can produce up to 469 hp (350 kW) and 263 lb-ft of torque. Regardless of battery configuration, the Taycan can accelerate from 0-60 mph in just 5.1 seconds and has a top track speed of 143 mph. With the standard battery, the Taycan covers the quarter mile in 13.7 seconds, while the larger pack shortens the sprint to 13.5 seconds.
Brakes and chassis systems
The Taycan comes standard with 19-inch Taycan Aero wheels, six-piston front brakes and four-piston rear brakes. This setup is similar to the Taycan 4S, but the color of the wheels and the calipers differ. The Taycan will feature black calipers and alloy wheels painted in brilliant silver as standard, while the 4S is equipped with red calipers and polished alloy wheels with high gloss black spokes. As on other Porsche Taycan models, Porsche Surface Coated Brakes and Porsche Ceramic Coated Brakes, as well as 20- and 21-inch wheels are optional. Regenerative braking via the brake pedal remains, as does its class-leading 265 kW recuperation rate.
Typical of Porsche sports cars, Porsche Active Suspension Management is standard. This function serves to adjust the dampers to suit the ride from soft for comfortable highway cruising to stiff for the track or mountain road. For maximum flexibility, the suspension setting can be controlled independently via the touch screen or dash button or together with powertrain calibration via the touch screen or optional steering wheel mounted mode dial. Adaptive air suspension can be ordered as an option.
Even in rear-wheel drive layout, the Taycan still expresses all the performance attributes of its more powerful siblings. With a coefficient of drag of just 0.24, it remains the most aerodynamically efficient production Porsche (when equipped with the optional air suspension the figure drops to 0.22). The low-slung battery gives the Taycan the lowest center of gravity of any road-legal Porsche. And the rear-wheel drive Taycan adds one more superlative: it is the most powerful standard model variant Porsche has made.
The same features found on other Taycan variants are all here: Porsche Connect with Apple CarPlay, Function on Demand, Plug and Charge, Apple Music, over the air updates, and three-years of free Electrify America charging—all included with the car as standard. Additional optional equipment such as Porsche InnoDrive with Traffic Jam Assist, a 19.2 kW on-board charger, Head Up Display, 14-way seats with massage functionality, upgraded audio systems, and multiple exterior colors and interior trims are available to choose from- all in a Porsche typical sports car drive train layout. Taycan buyers will be able to track the progress of their car from their smartphone, from build to delivery, through the Porsche Track Your Dream service, also available for the 911.
One year after Porsche became a member of the Value Balancing Alliance, Sebastian Rudolph, Vice President Communications, explains the initiative’s aims.
Mr Rudolph, “value balancing” sounds at first more like private ethical and moral self-reflection rather than the economic model of a company…
Rudolph: That’s right – at first glance – but there’s a lot more to it than that. The important thing is to support society sustainably; especially in these times. At the same time you have to make sustainable actions measurable – economically, ecologically and socially.
So what exactly is the Value Balancing Alliance, which sets out to make companies take a good look at themselves?
Rudolph: The aim of the Value Balancing Alliance is to also represent the social market economy on the balance sheet. It’s about the values that companies ascribe to – their internal compass. International companies are having a growing influence on prosperity and the society. Up to now, their success has mainly been measured through sales revenue and results. We want to add ecological and social aspects.
The initiative is creating a new common language, which all member companies can use as a basis for communication and for making the right decisions – for their company, society and the environment ...
Rudolph: That’s right. However, the long-term objective is even greater: this language should be spoken by all companies worldwide, so that everyone aligns their actions to achieve real added value for society. This is the goal the Value Balancing Alliance is striving to achieve. Leading the way are, for example, Porsche for the VW Group, BASF, SAP and Bosch.
Why is Porsche supporting the initiative?
Rudolph: Sustainability and social responsibility play a key role for us. We established the Sustainability Rating as a binding award criterion for suppliers of production materials in 2019. We use this to check observance of our social and environmental standards or compliance requirements, for example. We also take responsibility in the extraction process for raw materials, for example as a member of the Responsible Mica Initiative. The aim is to improve working conditions in the mining of mica pigments for car paints. In addition, we are pursuing an ambitious decarbonisation programme and have already implemented carbon-neutral manufacturing at the Zuffenhausen site. By 2025, around half of our fleet will be electrically powered.
Porsche has been on board for one year – what has happened in that time?
Rudolph: A great many positive things. The first pilot phase has been completed and the findings are good. We examined ourselves very closely and asked: what contribution does Porsche make to the gross domestic product? How many jobs have we created, directly and indirectly? How much human capital have we created through further education? And what is the status of our ecological footprint? All these aspects were analysed, quantified and monetised. We looked at our production sites in Stuttgart and Leipzig as well as the business activities at our international sites. In total, 93 companies belonging to the Porsche Group were considered. Supply chains were also analysed: that is to say the environmental, social and economic impacts of the Group even before deliveries reach our sites. We have never examined ourselves in such a comprehensive light and it was really interesting.
What do these results mean for Porsche? And what’s next for the Value Balancing Alliance?
Rudolph: The results show the contribution that we make globally and exactly what it is. The first step was to understand these impacts. Now it’s about action. With the next two pilot phases, the methodology will be consolidated and refined. If all the impacts of our actions can be expressed in numbers, better decisions can be made.
A common language also brings comparability – will Porsche be in a continuous duel with other automobile manufacturers when to comes to social and ecological sustainability in the future?
Rudolph: There is already comparability within the industry. There are ratings that compare the sustainability performance of companies. Sustainability reporting is also developing in this direction. This creates transparency for the public but it is also valuable for the company itself to know where it stands. Especially if you set out to take on social responsibility.
In times of economic uncertainty and the coronavirus crisis, the question of whether it might not be more important for companies to secure jobs instead of spending on sustainability projects could be asked ...
Rudolph: Of course, it’s a company’s responsibility to preserve jobs. Porsche is setting a very good example here. At the same time, it’s about creating values, such as looking after one another, like in a family. The central elements of our culture at Porsche are more important than ever. Employees are increasingly paying attention to how sustainable their employer is. Our high level of attractiveness as an employer is good proof of that, and an incentive for future projects at the same time.
Porsche Digital, the subsidiary of the Stuttgart-based sports car manufacturer, is expanding its product portfolio. The digital assistant ‘Sounce’ offers an improved ability to detect noise – for example, during vehicle component tests. Among other things, the aim is to improve the development and production of components in the automotive industry.
The technology, which uses deep learning methods, can reliably and precisely detect noise, for example during endurance tests. This takes the strain off development engineers in particular, who normally have to be personally present throughout such tests. The assistant also makes error documentation more precise and simplifies root cause analysis.
“With Sounce, it is possible to reliably check the noise development of load-bearing components round the clock and under various conditions. This enables us to improve the opportunities for analysis in early component tests,” explains Patricia Rennert, Head of Industry Solutions at Porsche Digital. Acoustics testing based on artificial intelligence (AI) increases quality and reduces costs across a wide range of applications.
Designed for the automotive industry and partnersThe technology can be applied to various areas. It is conceivable, for instance, to use it in test situations where a large number of different acoustic signals make analog analysis via the human ear difficult.
The Industry Solutions division of Porsche Digital designed and developed the so-called Software-as-a-Service (SaaS) solution together with the development department of Porsche AG. Porsche Digital is responsible for operating the technology. “Developing technological industrial solutions is our core competence and therefore one of our main strategic approaches. Sounce impressively underlines the possibilities, which are offered in particular by our deep tech experts,” explains Mattias Ulbrich, Chief Executive Officer of Porsche Digital GmbH.
Following the pilot implementation, the solution is now offered to external customers.
Engineer Laura Kukuk is in demand all over the world as a sports cars appraiser and classic vehicle expert. The 27-year-old takes a closer look at the story behind the 911 Targa 4S Heritage Design Edition.
Sometimes looks say more than a thousand words: anyone who is out on the road with the new Targa 4S Heritage Design Edition will know what I am talking about. People meet you with a sense of familiarity and delight, combined with just a touch of astonishment: “What kind of car is that?” they ask. It’s understandable – many design elements recall the purist 550 and early 356 models, as well as the first Targa cars of the early 1960s. But this is in fact an ultra-modern Porsche 911 of the current age.
As an appraiser and classic car expert, I am extremely lucky to spend my working days examining and testing some very special vehicles. Alongside the technical aspects, much of my work is focused on checking the originality of the details. I also conduct extensive research into a vehicle’s history, because a car comes to life only when its story is known. In my line of work, a passion for detail is an absolute must and that is exactly where I would like to start here – with the details.
In order to study the special elements of the Heritage Design Edition, I have taken an early Targa model from 1971 with a 2.2-litre engine and black/black Pepita seats to use as a reference. With the two cars side by side, many parallels are noticeable. Let’s start with the wheels: on one car, the classic Fuchs rim – the world’s first forged aluminium wheel. On the other, a modern interpretation that brings the design firmly into the 21st century.
Meinerzhagen is not far away from the Kukuk engineering office, so we have a special relationship with the Otto Fuchs foundry. Thanks to a combination of innovation and clever craftsmanship, Otto Fuchs succeeded in establishing a new manufacturing method for wheel rims, namely forging an aluminium alloy in one piece, which resulted in a significant reduction in weight. Even from the age of about six I associated the famous Fuchs rim with the Porsche 911, and I would often be irritated if I saw a Porsche fitted with other wheels. The impeller wheel design is still known as the “Fuchs rim” all over the world right up to the present day.
For the Heritage Design Edition, the Fuchs rim in cloverleaf form was revived and reinterpreted, with both the black high-gloss elements and the bright aluminium side faces establishing a link. The brake calipers are painted black to maintain the particularly classic look, so they blend inconspicuously into the background. Meanwhile, the wheel hub is adorned with the traditional Porsche logo from 1963. Tip: the classic Fuchs rim can still be purchased today from Porsche Classic.
As an engineer, I am really impressed by the design of the Targa roof in particular. No, I’m not talking about the historic Targa bar with the small, manually removable roof and the folding soft window, which was a milestone back in its day. Rather, I’m looking at the new mechanism. It is a true engineering feat to develop something that opens a rear window weighing 13 kilograms before lifting it smoothly over the Targa bar, and stowing it so elegantly – especially in just 15 seconds.
Inside, is a two-tone interior; seat panels and interior door trims made of corduroy; a perforated leather roofliner; and leather-trimmed A-pillars and instruments. A visual highlight is the historic Porsche crest, which can be found on the steering wheel, head restraints and centre armrest.
Another detail that I really want to emphasise, and which is also based on the early models, is the traditional Porsche analogue rev counter, which features the typical green digits of the 1950s, just like the stopwatch. Now, if that is not attention to detail. The Cherry Metallic paintwork of this car is ideally matched to the two-tone interior and works in harmony with the corduroy of the seats and interior door trim panels.
There are various decorative trim elements to be discovered, such as the “Heritage” badge on the engine grille, which was handed to the early Porsche 356 owners after they had successfully completed the first 100,000 kilometres, as well as the traditional gold Targa logo on the rear. The spears applied to the two front CFRP wings are a particular highlight. This type of paintwork or decal application was used in the early days of motorsport, when the elongated “eyelashes” were chosen in the works or national colour so that the teams could identify their cars from a distance on the race track.
Before I get in the car, one element at the upper end of the windscreen frame catches my eye. The aerodynamics specialists at Porsche have developed a kind of spoiler that extends or retracts depending on the airflow and speed, thus ensuring improved wind routing in the cabin. This reminds me how in the early days of the Targa, owners would open the windows slightly to reduce the drumming noise.
I set off on a lap of the Chiemsee lake, east of Munich – it’s as close as we’ll get to the Targa Florio today. The famous Sicilian endurance race has been on my bucket list since I was a child, and so the name “Targa” has a great personal appeal to me. Harald Wagner, who was Porsche’s Director of Sales, said in 1965 that it was “a happy coincidence that Targa means ‘shield’.”. This special link to Porsche’s five Targa Florio victories between 1956 and 1965 – and to the idea of a shield and safety – make this name feel particularly appropriate.
Having spent some time with the car, I can say that the Heritage Design Edition succeeds in combining the best historic aspects and details of the early Targa and reinterpreting them using state-of-the-art technology. With its references to the 1950s and 60s, the 992 cleverly transports a feeling of heritage into the present. The result is a modern vehicle offering plenty of comfort, while lovingly combining the feelings evoked by the first models.
Porsche has increased the capacity for the high-voltage battery in Cayenne plug-in hybrids
The gross capacity of the high-voltage battery is now 17.9 kWh rather than 14.1 kWh, which is an increase in the electric range of up to 30 per cent. Measured in line with the WLTP EAER City cycle, the Cayenne E-Hybrid can now cover up to 48 kilometres with zero local emissions (NEDC: up to 56 km; Cayenne E-Hybrid: Fuel consumption combined 2.5 – 2.4 l/100 km; CO2 emissions combined 58 – 56 g/km; Electricity consumption combined 22.0 – 21.6 kWh/100 km; Cayenne E-Hybrid Coupé: Fuel consumption combined 2.6 – 2.5 l/100 km; CO2 emissions combined 60 – 58 g/km; Electricity consumption combined 22.4 – 22.0 kWh/100 km (all as of 10/2020)), while the Turbo S E-Hybrid covers up to 42 km (NEDC: up to 53 km; Cayenne Turbo S E-Hybrid: Fuel consumption combined 3.3 –3.2 l/100 km; CO2 emissions combined 75 – 72 g/km; Electricity consumption combined 23.3 – 22.8 kWh/100 km; Cayenne Turbo S E-Hybrid Coupé: Fuel consumption combined 3.3–3.2 l/100 km; CO2 emissions combined 76 – 73 g/km; Electricity consumption combined 23.5 – 23.0 kWh/100 km (all as of 10/2020)). All Cayenne E-Hybrid models therefore meet the current range criterion that entitles owners to an “E” number plate and reduced company car tax in Germany.
The purely electric powertrain in all plug-in hybrid Cayenne models, including the even sportier coupé version, comprises an electric motor integrated into the eight-speed Tiptronic S automatic transmission. This powertrain delivers an output of 100 kW (136 PS) and 400 Nm, generating a purely electric top speed of 135 km/h. Any increased power demand from the driver or switching to the Sport or Sport Plus driving modes activates the internal combustion engine in each model. In the Cayenne E-Hybrid, this is a three-litre V6 turbo with an output of 250 kW (340 PS), which contributes to a system performance of 340 kW (462 PS). The Cayenne Turbo S E-Hybrid models feature a 404 kW (550 PS), four-litre V8 bi-turbo engine, meaning that the hybrid system as a whole has a power output of 500 kW (680 PS).
Optimised driving modes for greater efficiency
The driving modes of the standard Sport Chrono Package have been optimised to further improve efficiency and performance. E-Charge mode, in which the internal combustion engine charges the battery via load point shifting during a journey, now links to an adjusted charging strategy: the target state of charge of the battery has been reduced from 100 to 80 per cent. Much like a smartphone battery, the battery charges much more slowly and inefficiently when the battery’s state of charge reaches approximately 80 per cent or more.
This strategy also provides a way of ensuring that full recuperation power is available at all times. E-Charge mode is therefore even more efficient than it was before. In the performance-oriented Sport and Sport Plus modes, the battery is always charged to a minimum level to provide sufficient boost options for a sporty driving style, and it is now charged even more effectively at a higher, consistent charging power – at an average of 12 kW on the Cayenne Turbo S E-Hybrid in Sport Plus mode, for example.
Intelligent charging with the Porsche Mobile Charger Connect
Most drivers charge their vehicles at home so a conventional domestic or industrial electrical socket is sufficient for charging all Porsche plug-in hybrid models. Depend-ing on the vehicle model, a charging power of up to 7.2 kW can be achieved with the Porsche Mobile Charger Connect. Using a Mode 3 charging cable, it is also possible to charge at public charging points. The Mobile Charger Connect offers several intelli-gent charging functions: A timer ensures that the vehicle is ready by the specific time that the driver plans to set off. In addition to a pre-defined charging target, specific air conditioning options can be selected. All functions can be controlled via the Porsche Connect App as required.
The range of functionality is extended even further in conjunction with the optional Home Energy Manager: This systems looks at the total energy consumption of the driver’s home to determine the maximum charging power that can be generated without overloading the domestic connection.
Too cold? Too warm? Humans can be sensitive to temperature fluctuation. Now Porsche’s automatic climate control system in the latest generation of Porsche 911 intelligently ensures a sense of comfort.
Porsche engineers have intelligently refined it once again for the latest generation of Porsche 911 Cabriolets. The challenge: while the interior temperature sensor is a central control variable in a closed vehicle, many additional influences are added when driving in the open air. This is why the new cabriolet control system slowly suppresses this sensor as the soft-top is opened. The complex automatic climate control system now processes around 350 signals in half-second intervals in coordination with twenty external and twenty internal interfaces. Sensors continuously record parameters, such as outlet, outside, and coolant temperatures as well as engine speed, insolation, and vehicle speed. The interfaces relevant to the climate control unit include the control units for the engine, soft-top, doors, and seats. The climate control system uses this data stream to continuously calculate the optimum air temperature, air outlet volume, and air distribution in the open-top interior.
This clever convertible control is particularly noticeable at low speeds. Even in the searing summer heat of the city, 911 Cabriolet drivers are surrounded by a pleasant freshness. During top-down excursions in the winter, the Porsche system overrides the conventional comfort formula of “warm feet, cool head.” Instead, the automatic climate control system distributes more warm air via the center air vents for the driver and front passenger. The result: occupants enjoy a cozy veil of heat without having the unpleasant sensation of air being blown in their faces. Blissfully warm hands on the steering wheel; heavy winter jackets head for the luggage compartment. In changing weather conditions, common in spring or fall, the automatic climate control reacts to practically every cloud in the sky with a control adjustment. And it does all of this without any manual intervention. What’s left for the occupants to do? Just to remember their sunscreen and sunglasses and, if it rains, to close the top—and enjoy the drive.
The abbreviation “GTS” stands for the art of classic engine building. The Newsroom talked to 718 model line manager Jan Roth about the new flagship derivative in the series.
Mr Roth, what's the story behind the three letters "GTS"?
“GTS” stands for “Gran Turismo Sport”. This term was coined in the 1960s with the very first model, the 904 Carrera GTS, a racing car in the classic sense of the term. Porsche wanted to bring this car to the road and turn it into a vehicle suitable for long-distance driving. The result was the GTS with added comfort and homologation.
When applied to the GTS models of today, this means they could actually race on the track ...
Yes exactly. This is best illustrated by the Cayman and Boxster with their wide spread between tremendous sportiness and everyday usability. In terms of the GTS derivative models today, we approach the design from the opposite angle than in the 1960s. When the Cayenne GTS was launched onto the market in 2007 as the very first 21st century GTS, we wanted to give it a sportier edge. This was also then rolled out in the Panamera, Boxster and Macan models.
What position does the GTS 4.0 hold in the 718 family ranking (718 Boxster GTS 4.0: Fuel consumption combined 10.8 l/100 km; CO2 emissions 246 g/km; 718 Cayman GTS 4.0: Fuel consumption combined 10.8 l/100 km; CO2 emissions 246 g/km)?
The GTS always comes after the basic and the S model. When we launched the 2.5-litre GTS, we were developing the four-litre six-cylinder engine for the GT4 and the Spyder, the top of the range derivatives of the model series, at the same time. Even in those days, there were considerations to use this engine elsewhere, namely in a slightly downsized version. This evolved into the GTS 4.0, the top model suitable for everyday use, so to speak.
Why doesn’t the 718 model series have a turbo model?
For historical reasons. In the days of six-cylinder engines, we simply didn’t have the space. In any case, above the 718 series we have the 911, which is Porsche’s more powerful sports car. It makes more sense in our view to let our more track-oriented models such as the GT4 and the Spyder lead the field.
You’re talking about the 911 models. How is the 718 model series ranked in the Porsche world?
The basic variant of the 718 is the entry-level model into the Porsche world. A relatively large number of buyers then advance to the higher specification variants, the S and the GTS, and then very often the next step is the 911. But statements like these always depend on the specific market.
How do the markets differ?
In China, for example, we have an average customer age of 32, by far the youngest, and the highest percentage of women with 56 percent. China is already one of the largest single markets for the 718. This is partly attributed to the displacement taxation there which is relatively low on the two-litre four-cylinder engine.
What are the top 3 purchase reasons on the individual markets?
In China, our concept has helped us gain an edge over many competitors in this segment. As we are positioned in a segment which is within the financial means of many customers, we hold 80 percent of the market share in this segment. An utterly amazing figure. Chinese customers state their main reasons for buying the 718 as the exterior design, brand reputation and the “suits my needs” category.
And in the USA?
Here performance is the top priority, followed by exterior design and brand loyalty. In Germany, exterior design is ranked highest and then performance and body type, in other words the two-seater concept with mid-engine. All very similar as you can see.
Going back to the GTS 4.0. How would you sell this model to a potential buyer?
It offers a great package with all the options needed to have an optimum sports machine on both the racing track and for everyday use on the road. It also looks great and has an excellent sound courtesy of its six-cylinder engine. Not to mention that the car is also a financially attractive investment.
Jan Roth has been with Porsche since October 1996 and has worked with the 718 model series since its beginnings. He characterises the cars by saying “mid-engine sports cars have always demonstrated their advantages on tight corners and hairpin bends”.
Porsche is extending the functionality of its virtual coach for the race track: the free Porsche Track Precision App can now be displayed directly on the car’s screen using Apple CarPlay® and operated via the Porsche Communication Management (PCM) system.
The app was only previously available on smartphones. In the new Version 3.2, Porsche drivers can benefit from an additional 100 pre-programmed race tracks, bringing the total number of international circuits in the app to more than 300. This can be further extended with individual recordings. The training app is available for all current-generation Porsche 911 and 718 models.
Porsche brand ambassador Jörg Bergmeister tested the Track Precision App at Bilster Berg circuit and reported: “Data analysis is an fundamental part of motorsport and can be a decisive factor in winning or losing. Using the Porsche Track Precision App, sports car drivers can improve their performance when driving on the circuit, while also documenting and plotting their success.”
The Porsche Track Precision App records, analyses and displays individual driving data on the track. The goal is to allow drivers to develop their personal driving styles. To this end, detailed real-time data on speed, longitudinal and lateral acceleration, braking force and engine revs is evaluated while driving. The Porsche Track Precision App is connected to various control units in the car via the PCM and the data from the vehicle’s sensors is recorded by the app and analysed in comparison with a reference lap or personal best.
All app functions at a glance
The Porsche Track Precision App offers a unique range of functions both when driving and also for later analysis:
At this year’s World Car of the Year Awards 2020 (WCOTY), the Taycan has seen the checkered flag first in two categories: winning as World Luxury Car and World Performance Car of the Year. At the World Performance Award, it succeeded in a historic triple against the 911 and the 718 Spyder/Cayman GT4. Furthermore, the electric sports car also won World Luxury Car.
Michael Steiner - Member of the Executive Board, Research and Development received the awards: “This double win in the categories World Performance Car and World Luxury Car underlines what we wanted to achieve when we developed the Taycan. We wanted to create a driver-focused, fully electric sports car that can take on any Performance Car. At the same time we focused on uncompromised everyday-usability and contemporary, digital luxury and comfort for four passengers. We are delighted that the WCOTY jury rewards these efforts.”
Long list of awards in the main markets
The vote for World Car of the Year continues a winning streak: the Porsche Taycan, along with the new 911, which was launched last year, has already won around 40 international prizes, predominantly in the main markets of Germany, USA, UK and China.
For the Porsche Taycan, these include, for example:
It was also awarded the innovation prize from Connect magazine (Germany).
The Porsche 911 was a two-time winner in auto, motor und sport magazine (Germany) readers’ choice for Best Cars – once as a Coupé, once as a Cabriolet – and also won the following awards:
“We are so happy to have been awarded these prizes. They reflect the positive feedback from our customers and are a great incentive for our future work,” says Oliver Blume, Chairman of the Executive Board of Porsche AG. “We see ourselves as pioneers of sustainable mobility and have brought an emotive as well as highly innovative sports car to the road with the Taycan – fully electric and 100 percent Porsche.”
Charging using Alternating Current. However, electric cars store direct current (DC) in the battery. 240 V/400 V alternating current must therefore be converted into 800 V direct current. This is done by the on-board charger in the vehicle. The Porsche Taycan charges with up to 11 kW.
The Porsche Taycan is the first production vehicle with 800-volt technology. Its drive system components use this voltage. At the same power output, half the cross-section of conventional 400-volt technology is sufficient for cables. In the Taycan, this saves around four kilograms in weight, reduces transmission losses and requires less installation space. The new generation of charging stations developed by Porsche Engineering Services GmbH under the name “Porsche Charging” is designed for 800-volt technology. This significantly shortens charging times because higher power outputs can be achieved. However, the vehicle components and in particular the battery (cooling) must also be appropriately adapted.
Combined Charging System (CCS)
The CCS plug is a combined plug for AC and DC. Normal alternating current (AC) flows through the upper, round part, direct current (DC) is transmitted through the two contacts in the lower part and is also used for high-power charging. Porsche uses the Combined Charging System as standard in Europe and North America. For Japan and China, Porsche offers the local standards (IGBT, Chademo).
Charging using direct current. Here, the current is charged directly into the battery without further conversion, the rectifier is installed in the charging station. A booster in the on-board charger makes 800-volt power possible. The charging capacity of the Taycan is then up to 270 kW.
The stator coils of the electric motor consist of wires that are rectangular in the Taycan rather than round. The wires are bent and their shape — before they are inserted into the stator's laminated core — is reminiscent of that of hairpins, hence the name “hairpin”. The open ends are welded together using a laser beam. The manufacturing process of hairpin technology is complex, but it allows the wires to be packed more densely and thus increases the amount of copper in the stator. This increases power output and torque for the same volume. Another important advantage for a high-performance car like the Taycan is that a hairpin stator can be cooled considerably more efficiently.
The cells of this type of battery consist of an anode, cathode, separator and electrolyte. During discharge, the anode releases electrons. These move to the cathode via an external electrical load, e.g. electric drives, and current then flows. In return, positive lithium ions migrate from the anode into the electrolyte and flow through the separator to the cathode. When charging, a voltage is applied from the outside. The process is reversed: the lithium ions now migrate from the cathode to the anode and are deposited in the graphite lattice (intercalation). Lithium-ion batteries are thermally stable in a wide range. They have a low level of self-discharge and are not subject to any memory effect. Compared to lead and nickel metal hydride batteries, lithium-ion batteries offer a higher energy and power density (volumetric and gravimetric) and are therefore smaller and lighter for the same energy content.
Permanently excited synchronous motors
Design type electric motors. The rotor of the AC motor is equipped with permanent magnets. They provide a permanent magnetic field in the motor. The advantages include high power density, high efficiency and high power constancy over the entire speed range and in the long term.
This is the interface between the electric motor and the battery. The pulse-controlled inverter converts the direct current from the battery into alternating current for the electric motor when driving the electric motors. The pulse-controlled inverter determines the frequency of the rotating field in the electric motor’s stator, which sets the speed of the rotor.
The recovery of energy (Latin: recuperare, to recover). When the Taycan's driver presses the brake pedal, the electric motors are used as generators and deceleration therefore initially takes place without the intervention of the mechanical wheel brakes. The kinetic energy of a car is thus converted back into electrical energy, which is routed into the battery. If a car has to be decelerated strongly, more braking power is required than the electric motors can generate. In this case, the conventional (friction) brakes also intervene. A distinction can be made between overrun recuperation and brake recuperation. With overrun recuperation, the electric motors are used for deceleration when the accelerator pedal is released. In brake recuperation, the braking system is used to decide which part of deceleration is realised by recuperation and which part by conventional wheel braking.
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Your Porsche Specialist
Serving all your Long Island Porsche dealer needs (Nassau & Suffolk), New York City (Queens, Manhattan, Brooklyn, Bronx, Staten Island) & surrounding areas. Our NY Porsche dealership is conveniently located on NY's Long Island Gold Coast in Jericho.
We are an authorized Porsche dealer for your next Porsche 718, Porsche 911, Porsche Taycan, Porsche Panamera, Porsche Cayenne, and Porsche Macan.
Top 100 Worldwide - Sales Excellence 2017
Porsche Certified Global Brand Ambassador
Porsche Exclusive Manufaktur Partner
Porsche Gold Coast
125 South Service Road
Jericho, NY 11753
Dealer Site: www.porschegoldcoast.com
Porsche Roslyn is now Porsche Gold Coast
©2021 Sam Gadkar | No copying without permission. Not responsible for typographical errors.
Images and photos copyright Porsche Cars North America, Inc., or Porsche Gold Coast
Images and photos copyright Porsche Cars North America, Inc., or Porsche Gold Coast