The 2020 Taycan Turbo S redefines electrified performance. (Photo: Porsche)
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.
The Taycan sports a stunning new design that will influence future Porsche models for years to come. (Photo: Porsche)
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).
While straight-line acceleration is important in this class, the Taycan’s forte is high-speed control around corners. (Photo: Porsche)
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.
The new Taycan’s interior looks very inviting. (Photo: Porsche)
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.
The fully digital gauge cluster takes its overall oval shape from classic Porsche models. (Photo: Porsche)
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.
Taycan infotainment is divided between three touchscreens, two across the top and one on the lower console. (Photo: Porsche)
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.
The four-place interior appears plenty practical. (Photo: Porsche)
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.
Its 800-volt architecture means a 270-kW charger can fill its battery from 5 to 80 percent in just 22.5 minutes. (Photo: Porsche)
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):
Stunning from every angle, the gorgeous Lexus LC 500h stands out from the crowd. (Photo: Karen Tuggay)
Luxury automakers have some models that sell in high volumes, thus providing much needed income and profits, others they’d like to do better, and one or two image vehicles that increase brand visibility and hopefully cause prospective buyers to choose something more affordable and/or practical in the lineup. Once in a while a vehicle achieves both objectives, but such isn’t the case with the stunning new Lexus LC 500 and LC 500h.
Lexus leans on its NX and RX compact and mid-size crossover SUVs for mass volume, and hopes its new UX will soon add to its popularity. To lesser extent its sedans add volume too, especially the compact IS and mid-size ES, but its GS mid-size performance sedan and beautiful LS full-size luxury sedan don’t do well at all, while its RC sports coupe struggles too. Lexus also offers a GX mid-size sport utility that hardly gets noticed, but its LX full-size SUV pulls respectable numbers from a market segment that’s smaller by nature, albeit profitable, actually managing to pull itself up to sixth place within the Lexus lineup, right behind the just-noted EX.
Dramatic rear styling appears like some sort of automotive cyborg, but a very beautiful one. (Photo: Karen Tuggay)
By comparison, the LC could be seen as a runaway success next to the LFA, Lexus’ previous image car. That near-exotic sport model was purposely limited to a mere 500 examples globally over two model years between 2010 and 2012, of which 10 came to Canada. The LC, on the other hand, after launching in 2017 for the 2018 model year, is closer to a sales homerun thanks to seven units driven out of Lexus Canada dealerships last month alone, not to mention nine the month before that. Altogether, Lexus sold 55 LC 500 and 500h models through the first seven months of this year, making it second-to-last for popularity in Japanese premium brand’s arsenal, right next to the last-place LS and its lacklustre 51-unit total. On the positive, the LC was hardly the slowest selling sport/luxury car in the country.
Poorest of the poor goes to the rather rich Maserati GranTurismo, which found just 14 takes this year so far, while this LC also improved on the Acura NSX’ 17-unit tally, plus the Nissan GT-R’s total of 36, and the 54 Audi R8 examples sold. Nevertheless, Mercedes-Benz found 99 SL-Class customers so far this year, while BMW pulled in 160 buyers for its all-new 8 Series, Jaguar attracted 181 newcomers to its latest F-Type, Mercedes wowed everyone with 258 AMG GT deliveries (superb sales for a $170k car), and Porsche won over 587 new clients for its outgoing 2019 911. Interestingly, that last number (587, not 2019 or 911) represented a 31.74-percent downgrade in popularity for the quintessential Porsche sports car when compared to the first seven months of 2018, due to most customers waiting for the completely redesigned 2020 911 that’s now in the midst of arriving.
There’s nothing at all like the Lexus LC on the road. (Photo: Karen Tuggay)
Incidentally, the iconic Porsche wasn’t the only sports car to lose sales, with the R8 plummeting some 70.97 percent, the GranTurismo plunging 48.15 percent, this LC deep diving 48.11 percent, the F-Type caving 29.30 percent, the GT-R pulling back 21.74 percent, and the SL dipping 16.10 percent. The AMG GT was the only car in its glass to gained year-over-year sales, up 55.42 percent over the same seven months, while the new 8 Series will need to wait a year for comparison. I also got a kick out of learning that Lexus’ parent brand, Toyota, found 66 new $65k-plus Supra buyers during the same period.
Of course, other cars compete in this class, but some, such as the BMW i8 and Mercedes-Benz S-Class Coupe, have their sales numbers combined with other models in their respective lines (the i8 paired up with the i3, and the S-Class Coupe with the S-Class Sedan), while the Aston Martin DB11, Bentley Continental GT, and Rolls-Royce Wraith are much pricier models. Blue-oval fans will appreciate hearing that Ford found three customers for its Markham, Ontario-assembled mid-engine GT supercar, while Dodge even pulled in one lucky buyer for its now two-year deceased Viper, and speaking of American supercars, the Corvette pulled in 840 new clients so far this year, and I’m willing to bet the slightly more expensive mid-engine C8 will shortly be flying out of Chevy showrooms, making it even harder for great cars like the LC to gain any sales traction.
The fabulous carbon-fibre roof is optional with the LC 500 and standard with the 500h. (Photo: Karen Tuggay)
When a car doesn’t gain much popularity, like this LC, I find it a good idea to point out that not doing well on the sales chart doesn’t necessarily reflect its good qualities or bad issues. The way I see it, the very fact it’s a Lexus should bring it respect, and other than the aforementioned fourth-generation LS luxury sedan, which incidentally is only the second model to ride on Toyota’s New Global Architecture or TNGA (specifically TNGA-L or GA-L), the LC is by far the most impressive Lexus ever created.
Its greatest asset has to be its styling. The LC takes the Lexus’ trademark spindle grille to new depths and widths, but the look becomes even more abstract to each corner, with headlights that seem as if they’re alien-implanted mechanical growths, albeit the actual lighted areas are small and filled with threesomes of neatly stacked LED bulbs. All the unusual appendages are just glossy black trim, other than the “arrowhead” daytime running lights just underneath.
More Lexus trademark styling cues can be found toward the rear, with the LC’s C-pillars getting a similar blacked-out “floating roof” design to that found on other models such as the previously noted RX SUV. It’s further adorned with premium polished nickel brightwork, while sharply edged tail lamp prongs closely resemble the so-called “L-shaped” headlights, albeit infused with 80 separate LEDs per corner instead of just three. Lexus shares some of the LC’s taillight design with the previously noted LS sedan, not to mention the iconic Toyota Prius and category topping Camry in its XSE trim line. While each element appears a bit strange on its own, the package on the whole melds together in one wonderfully elegant and intensely attractive whole.
Each taillight comes filled with 80 individual LED lighting elements. (Photo: Karen Tuggay)
You know something? I almost never comment on styling, unless the design team managed to get something especially right or horribly wrong. Fortunately the Newport Beach, California-based Calty Design Research centre’s team got the LC very right. We can thank studio boss Ian Cartabiano, as well as Edward Lee who was responsible for the sensational exterior design, plus William Chergosky and Ben Chang where were in charge of the interior, albeit not specifically of the LC, but rather the LF-LC Concept that inspired it. The LC was near perfectly transformed from jaw-dropping prototype to equally gorgeous LC 500 and LC 500h production models with hardly a change made to the exterior design, the final result quite possibly the nearest any road-going model has ever resembled its conceptual beginnings.
The production LC’s cabin underwent a total redesign, mind you, although it maintained some of the concept’s general styling cues including its LFA-like pod-shaped digital gauge cluster, its horizontally penned instrument panel incorporating a recessed widescreen centre infotainment display, its driver-centric cockpit that’s partially enclosed by a buttress-type centre console extension that doubles as a front-passenger grab-handle in the production car, the downward-flowing alcantara suede door panels, the deeply bolstered set of front sport seats, the similarly styled sport buckets in back, plus more.
The LC interior is richly appointed and beautifully crafted. (Photo: Karen Tuggay)
Lexus’ effort was quickly rewarded by the LC’s placement on the WardsAuto 10 Best Interiors list after it arrived in 2017, and I certainly can’t argue against that. It’s a fresh, contemporary design that deliveries big on refinement, luxury and high-tech wizardry, all of which should be expected at its $102,750 starting point in 2019 LC 500 trim, or $103,050 in upcoming 2020 form, or alternatively $118,850 as the 2019 LC 500h hybrid shown on this page, or $118,950 in 2020 LC 500h trim (learn about Lexus LC 500 and 500h pricing right here on CarCostCanada for both the 2019 and 2020 model years, plus find out about available rebates as well as dealer invoice pricing that could save you thousands).
There are no major changes from the 2019 model year to 2020, except for cancelation of the $14,800 Inspiration Series package with Flare Yellow semi-aniline leather upholstery and more for the LC 500, plus a new Bespoke White interior theme that’s also added to the conventionally powered model. All six exterior colours remain the same no matter the powertrain, with Infrared being the sole paint option at $650, whereas all three remaining interior colour themes continue forward as well.
In case you were wondering, Lexus priced my 3.5-litre V6-powered hybrid LC 500h test model higher than the 5.0-litre V8-powered LC 500 version, despite adding 113 horsepower to the eight-cylinder engine, and no doubt providing a more dramatic exhaust note, plus fitting it with a faster shifting, more engaging gearbox than the hybrid’s electronic continuously variable transmission (E-CVT), because of all the extra features that come standard, starting with the regular LC 500’s $13,500 Performance package.
The primary gauge cluster is purely electronic. (Photo: Karen Tuggay)
This means that four-wheel active variable gear ratio steering is standard, as is a Torsen limited slip differential, a set o f 21-inch forged alloy wheels on Michelin performance tires (that replace standard 20s), a carbon-fibre roof panel instead of a standard glass roof, an active rear spoiler, carbon-fibre reinforced polymer kick plates, an alcantara suede headliner, more heavily bolstered sport seats, and an eight-way powered driver’s seat in place of the LC 500’s base 10-way design, and lane change assist, which gets added to a comprehensive menu of standard driver assistive technology on both trims including a pre-collision system with autonomous emergency braking, lane departure alert with steering assist, blind spot monitoring with rear cross traffic alert, auto high beams, and adaptive cruise control.
This is a good time to run over a shortlist of standard convenience and luxury highlights, including LED cornering lamps within the triple-LED headlight clusters mentioned before, a tidy little credit card-sized intelligent key for cabin access via proximity sensing, a head-up display unit to go along with the full digital gauge package noted earlier, power-folding outside mirrors, a heated steering wheel that even allows for temperature adjustment, a power-adjustable steering column that connects through to the front seat memory, ventilated front seats (plus, of course, heatable front seats), partially-automated self-parking, etcetera, etcetera.
The centre stack is filled with most everything someone buying into this class expects. (Photo: Karen Tuggay)
Additionally, a 10.3-inch high-resolution centre display comes standard too, complete with a dynamic guideline-infused backup camera, a navigation system with very accurate route guidance, Apple CarPlay smartphone integration (yes, Android Auto users are out of luck), a brilliant 13-speaker Mark Levinson high resolution surround-sound audio system, satellite radio, two USB ports, traffic and weather information, the Lexus Enform App Suite 2.0 featuring Slacker, Yelp, Sports, Stocks, plus Fuel apps, the Enform Destination Assist app with a single-year subscription, and Enform Safety Connect with Automatic Collision Notification, a Stolen Vehicle Locator, an Emergency Assistance / SOS button, and Enhanced Roadside Assistance with a four-year subscription.
You’d need to stretch a long way in order to touch the centre display, so Lexus doesn’t bother with a touchscreen at all. Instead, the brand’s Remote Touch Interface touchpad gets added to the lower console, and while it works well enough once acclimatized, thanks to some quick-access buttons and audio controls around the touchpad, I can’t say it’s my favourite infotainment system. On the positive, there were many other reasons to appreciate this LC.
For one, it’s pretty large and fairly roomy, at least up front. As noted earlier, it’s based Toyota’s TNGA-L platform architecture, which is the same as the full-size LS luxury sedan, but take note the LC is quite a bit smaller unless measuring width. It spans across an additional 20 mm (0.8 in) at 1,920 mm (75.6 in), and you’ll immediately notice how spacious it is from side-to-side, especially if someone’s sitting next to you. The LC’s wheelbase is abbreviated by 255 mm (10.0 in) to 2,870 mm (113.0 in), however, whereas its nose-to-tail length is a significant 475 mm (18.7 in) shorter, plus it’s nowhere near as tall, the LC lower by 116 mm (4.5 in).
The infotainment graphics are quite nice, and the system mostly up to snuff. (Photo: Karen Tuggay)
As for how it measures up to its competition, it’s not only a lot smaller than Mercedes’ S-Class Coupe, the LC is actually smaller than the German brand’s mid-size E-Class Coupe too, except for its width. The Lexus comes closer to the BMW i8 and Aston Martin DB11 in overall dimensions, with slightly greater wheelbase, length and height than the shapely German and more exotically branded Brit, but a bit less width this time around.
The LC’s longer length and wheelbase results in a car that can house four adults, but I’d make sure you don’t try to stuff someone too tall into the rear seats. I’m only five-foot-eight with longer legs than torso, but I was forced to kink my neck over to the side in order to fit in, with my head still pushing up against the back glass. The seats are comfortable enough, and I had enough space for my legs and feet, plus my shoulders and hips, which made it a shame that medium-sized adults won’t be able to ride in the rear.
How about trunk space? The LC 500h is smaller than the non-hybrid LC 500, providing just 132 litres (4.7 cu ft) instead of 153 (5.4 cu ft), so therefore you’ll need to stow a second set of clubs in the rear seating area when taking a friend along to the golf course.
The big square on the right is the touchpad needed for controlling the infotainment system. (Photo: Karen Tuggay)
Just in case you don’t fully understand the personal luxury coupe market segment, being able to take more than one set of golf bags to the course that is a critically important make-or-break factor, so it’s quite possible that, together with its lack of rear seat room, LC sales are being hurt by its lacklustre practicality. This Lexus isn’t a pureblooded performance car anyway, particularly in as-tested hybrid form, but instead is a luxurious personal coupe that just happens to ramp up speed quickly and manage corners with deft prowess. This makes the LC more like BMW’s i8 than anything else in the class. It takes off well enough and handles like a well-mannered sports car, but it’s built more for luxury than slaying the cones on weekend autocross course. When it comes to comfort, its suede-like alcantara-clad driver’s seat provides wrap-around comfort and good support all over, while was fully adjustable and complete with ample side bolstering for keeping me in place during aggressive manoeuvres.
Initially I was scheduled for a week in both the LC 500 and 500h, but someone did something naughty to the V8-powered version just ahead of receiving it, so instead of enjoying its 467 horsepower and 398 lb-ft of torque firsthand, not to mention its reportedly quick-shifting 10-speed automatic, I was moved into something else for that week, never to experience the LC 500 at all. Sad as that may be, soon I got into this LC 500h, which is a bit more docile with just 354 horsepower at the rear wheels, but it still felt plenty potent under full throttle.
The 500h hybrid gets upgraded sport seats. (Photo: Karen Tuggay)
The V6 portion of its hybrid power unit makes just 295 horsepower and 257 lb-ft of torque, which is in fact less than the same engine produces in the Toyota Camry XSE, but before I criticize Lexus for utilizing such a seemingly plebian engine in its most alluring model, consider that a more tautly strung version of this mill makes 430 reliable horsepower in the mid-engine Lotus Evora, so at least it’s in well respected company.
Of course, the lithium-ion battery and electric motor fulfill their torque-rich purpose too, the latter capable of a near immediate 177 horsepower and 221 lb-ft of torque, for a net 472 horsepower and, er, well let’s not even try to calculate its combined internal combustion and electric output, because net horsepower and net torque don’t exactly compute that way. Lexus officially estimates 354 horsepower while other testers are claiming approximately 370 lb-ft of torque. I believe they’re being ultra-conservative, being that the regular V8 shoots from zero to 100km/h in 5.1 seconds and this hybrid takes just 0.5 seconds longer resulting in a sprint time of 5.6, and this is despite the 500h adding 77 kilos (170 lbs) to its 2,012-kg (4,436-lb) curb weight over the 1,935-kg (4,266-lb) 500.
No matter which model you’re driving, make sure to choose the standard Drive Mode Select system’s most entertaining Sport S+ setting, which may not be as edgy as the sportiest mode in one of BMW’s M cars, or Lexus’ own RC F for that matter, but it nevertheless provides higher engine revs between shifts ahead of swapping cogs faster than it otherwise would. Lexus includes a set of large metal steering wheel-mounted paddle-shifters for the latter, which worked ideally in Sport mode as well, but unlike most cars I test I actually kept it in Sport S+ mode more often than not. Along with its increased performance and better feel, the rorty noises emanating from the engine bay and exhaust pipes were downright addictive, particularly when revs rise, and the transmission’s “gear changes” felt considerably more direct.
The rear seating area is only meant for very short adults or kids. (Photo: Karen Tuggay)
This was one of the most engaging continuously variable transmissions I’ve ever tested, although even factoring in its sophisticated 10-speed Simulated Shift Control technology, which includes a conventional-type multi-gear box within, it can’t completely eradicate all CVT tendencies. Yes, even in its sportiest drive mode its shifts come on so fast between intervals, albeit without the expected positive engagement otherwise experienced in most sport-tuned automatics and dual-clutch automated gearboxes, that it’s almost like nothing has happened at all, plus the V6 makes a habit of whining up and down with the same rubber band effect in between. In a nutshell, if you’re a serious performance fan you’ll want to opt for the V8-powered LC 500, which leaves folks who want to make their environmental mark choosing this hybrid, because let’s face it, anyone paying $100,000-plus for a personal luxury coupe isn’t going to care about saving fuel for the sake of saving dollars.
On that note, the LC 500h’s claimed fuel economy rating is very good for the class, coming in at 9.0 L/100km city, 7.1 highway and 8.1 combined, compared to 15.1 in the city, on the 9.5 highway and 12.6 combined for the regular LC 500.
No doubt the lighter LC 500 aids agility through fast curves when compared to the LC 500h, but either way the long, wide, low and fairly large coupe is a great handler, taking up plenty of real estate yet able to manage corners with precise skill. This is its strength, the LC delivering the same type of relaxed high-speed confidence-inspiring stability found in a big Mercedes-Benz coupe, yet with its own Japanese luxury flair. Its wonderfully balanced chassis is nice and easy on one’s backside too, with ride quality that’s much more comfortable than its large wheels, performance tires, and sporty low-slung design suggests, while its also serenely quiet when the aforementioned driving mode selector is switched from Sport+ or Sport to Comfort or Eco.
The LC’s trunk is pretty small, and the hybrid’s smaller. (Photo: Karen Tuggay)
There’s no question whether the Lexus LC is worthy of a premium luxury coupe buyer’s attention or not, but no matter what I think its sales numbers don’t lie. As impressive as this car is, the people have spoken and the result is less than ideal. Even in the U.S., where Lexus is amongst the strongest selling luxury brands, the LC only attracted 764 sales since the January 1, 2019, which slightly better per capita than here in Canada, but nothing to get excited about either. Talk about a new stronger performing LC F model arriving later this year or early next could help pull more eyeballs toward this somewhat forgotten nameplate, as will an stylish new convertible version that’s beginning to be teased online, but who knows? The beautiful LC might just end up as another image-building car that never enjoys much sales traction, good for making Lexus’ well-respected brand name even more desirable, but incapable of making profits on its own.
All said, the LC makes for an especially exclusive example of rolling artwork, which i must say caused more attention from passersby than plenty of pricier cars with more prestigious branding that I’ve driven this year, pulling more long stares, causing more pointing fingers, and resulting in more gaping mouths from astonished onlookers than I was able to count, not to mention an unabashedly overcome German tourist that just had to have me take a photo of him next to it.
Unlike the types of exotic machinery that normally cause such an emotional outpouring, mind you, the LC provides impressively dependable performance as well, which just might be the type of priceless feature that makes owning one worthwhile. If you’d like something undeniably beautiful, that’s also totally unique in the premium marketplace, look no farther than this Lexus LC. Whether suited up in V8-powered 500 or 500h hybrid trim, it’s one thoroughly impressive personal luxury coupe.
After seeing the EXP 100 GT Concept, most Bentley enthusiasts should feel comforted knowing the illustrious brand is in good hands. (Photo: Bentley)
It hasn’t been all that long since Bentley launched its latest third-generation Continental GT, but they’re already showing us what’s possibly in store for the not too distant future.
The new EXP 100 GT Concept “reimagines the Grand Tourer for the world of 2035,” states Bentley in a press release, the swoopy new design exercise boasting a large grille surrounded by big circular headlights, a long elegant hood, a two-door coupe body style with a sweptback roofline, much like the current Continental GT, but the prototype’s grille is illuminated almost as brightly as the dazzling headlamps, its eye-shaped taillights are reminiscent of today’s GT albeit much larger and detailed in OLEDs, and its hind end protrudes much farther rearward than anything we’ve seen from Bentley since the 1950s-era R-Type Continental.
Today’s Continental GT uses a lot of aluminum highlighted with carbon-fibre in some trims, but the EXP 100 GT is mostly carbon-fibre and aluminum, while its uniquely sculpted body panels come coated in “paint made from recycled rice husks,” adds Bentley. It no doubt takes a lot of rice husks to cover 5.8 metres (19.0 feet) of car, not to mention 2.4 metres (7.9 feet) from side-to-side, but Bentley wasn’t about to make a small statement as part of its 100th anniversary celebrations.
Swoopy enough for you? The EXP 100 GT has ultra-long rear overhangs. (Photo: Bentley)
Hence the “100” in the EXP 100 GT’s name, the automaker having come to life in North London during 1919.
“Today, on our Centenary, we demonstrate our vision of the future of our Marque, with the Bentley EXP 100 GT – a modern and definitive Grand Tourer designed to demonstrate that the future of luxury mobility is as inspirational and aspirational as the last 100 years,” said Bentley Chairman and CEO Adrian Hallmark. “Bentley has, and will continue to enhance and enrich every single journey and the lives of every single person who travels in, or has the honour to be a part of creating our extraordinary products.”
As visually captivating as the EXP 100 GT is, there’s a lot more going on than just dramatic styling. Indeed, it represents much of the advanced ideas and ideals that Bentley hopes for its future. The car is all-electric, expected of future-think concept cars these days, although instead of the usual single battery and one or two electric motor combination the EXP 100 GT’s “Next Generation Traction Drive” system mounts a single electric motor in each of its four wheels, which provide electronic torque vectoring while combining for an astounding 1,100 pound-feet of torque (1,500 Nm).
The eye-like taillights are similar in shape to the current Continental GT’s, but they’re larger and made from OLEDs. (Photo: Bentley)
Bentley claims standstill to 100km/h in “less than 2.5 seconds,” which is shockingly quick when factoring in just how big this car is. Some of this can be attributed to a relatively light curb weight of only 1,900 kg (4,189 lbs), which is a lot less than today’s Continental GT that hits the scales at 2,244 kg (4,947 lbs), much thanks to previously noted lightweight materials usage, while Bentley projects a maximum range of 700 km (435 miles), which would presuppose it wasn’t cruising at its 300 km/h (186 mph) top speed.
This impressive range and performance is due to “future battery technology” with “intelligent power and charge management,” says Bentley, which will provide “five times the conventional energy density,” thus recharging the battery from near empty to 80 percent in just 15 minutes. Incidentally, optimal charging gets taken care of automatically by the Bentley Personal Assistant, a bit of advanced artificial intelligence (AI) tech that acts like a personal valet for all EXP 100 GT occupants.
“The Bentley EXP 100 GT represents the kind of cars we want to make in the future,” commented Stefan Sielaff, Director of Design. “Like those iconic Bentleys of the past, this car connects with its passengers’ emotions and helps them experience and safeguard the memories of the really extraordinary journeys they take.”
This advanced roof emits natural and synthesized light. (Photo: Bentley)
Another high-tech advancement promised in the EXP 100 GT is autonomous self-driving ability, transforming this driver’s car into a commuter’s dream. It’s cabin is just as pampering as any current Bentley offerings, with amply sized seats for two or four, plus all the leather, fabrics, glass, wood and metal expected from one of the most luxurious brands the world has to offer.
This said, while Bridge of Weir once again provides the EXP 100 GT’s hides, they’re an alternative material made from 100-percent bio-based winemaking byproducts, whereas the embroidered door panels are recyclable too, and made by UK-based Hand and Lock employing “traditional techniques that date back to 1767 and are used on Royal and Military Dress uniforms.” What’s more, the car’s interfaces aren’t covered in glass, but rather Cumbrian crystal, while 5,000-year-old peat bog-, lake- and river-sourced Copper Infused Riverwood is used for the interior’s trim, along with real aluminum and copper, this last combo apparently paying homage to an alloy developed by W.O. Bentley for the BR1 Aero engine piston, which played a major aeronautical role during World War 1.
This gorgeous interior is filled with unusual sustainable materials. (Photo: Bentley)
The mostly clear rooftop seen in photos is used for naturally harvested light, but the innovative roof also synthesizes light via “prisms that collect light and transfer it into the cabin using fibre optics.” At the opposite end of the spectrum, you’ll want to remove your shoes and socks just to wiggle your toes within the deep British Farmed Wool carpets, while embroidered cotton interior surfaces add to the recycled and recyclable atmosphere, making the EXP 100 GT a rolling test bed of sustainability.
Additional tech includes seats that incorporate intelligent, adaptable three-way biometrics, with positions that depend on whether you’re doing the driving or being driven. Yet more biometric sensors monitor the automatic climate control system as well, plus the passengers’ positions, and the exterior environment’s conditions before providing ultimate comfort, while additional biometric sensors are embedded throughout the cabin in order to track eye and head movements, blood pressures, etcetera in order to deliver a level of in-car comfort that far exceeds anything Bentley, or anyone else, currently offers. The cabin is even capable of automatically aerating its atmosphere with a sandalwood and moss fragrance.
Synthetic leather made from winemaking byproducts? We’ll drink to that (although not while driving). (Photo: Bentley)
Whether we’ll be able to experience this particular Bentley coupe by 2035 or not can’t be known outside of Bentley’s inner circle, but we should remember that automaker’s have to plan their upcoming models decades into the future, so something quite similar may be in the books.
The EXP 100 GT is certainly a vision of distinctive beauty that should be welcomed by car enthusiasts of any era, and is much truer to Bentley’s brand heritage than the kind of electrified, autonomous, monobox SUV/MPV-thingy they’re more likely to offer in 15 years’ time. Until we find out what’s actually coming down the line, make sure to check out our complete gallery above and nice collection of videos below.
Porsche has taken its new Taycan EV on a three-continent tour, starting at its Experience Centre in Shanghai. (Photo: Porsche)
Fans of electric vehicles have been over the moon about the soon to arrive 2020 Taycan, and now that Porsche has a pre-production model strutting its stuff on a global tour, we’re all getting a taste of what’s to come.
The sleek four-door coupe-style Taycan is currently on a “Triple Demo Run” that started off on the first week of July on the Porsche Experience Centre (PEC) handling track in Shanghai, China, where Porsche Carrera Cup Asia driver Li Chao coaxed it around 1.4 kilometres of high-speed curves. This particular Taycan was closest to a street-ready production model anyone outside of Porsche’s inner circle has seen yet, the black-painted model adorned with a stunning red dragon graphic upon its roof.
“The exceptional performance typical for Porsche was a clear development objective for the Taycan. You can sense that right from the start,” an enthusiastic Chao, who was especially impressed by the Taycan’s handling, stated after his initial run. “From uncompromisingly sporty to surprisingly comfortable, the chassis of the new Taycan covers a wide range and successfully combines the precise handling of a sports car and the long-distance comfort of a saloon. In addition to its low centre of gravity, the rear-axle steering also plays a crucial role. The Taycan steers into corners very directly and has plenty of grip.”
Porsche Carrera Cup Asia driver Li Chao was at the Taycan’s wheel for the event in China. (Photo: Porsche)
The new Taycan houses a quick-charging 800-volt architecture plus a 90-kWh lithium-ion battery, resulting in 592 horsepower (600 PS). The new Porsche catapults from 0 to 100km/h in less than 3.5 seconds, continues on to 200 km/h in under 12 seconds, and tops out above 250 km/h, making it one of the fastest four-door production sedans ever made.
Continuing on its worldwide journey, the new Taycan silently sped up the popular “Hill Run” at the famed West Sussex, England-based Goodwood Estate that hosts the Goodwood Festival of Speed each year. Tasked with driving duties, multiple racing-winning Formula 1 veteran and LMP1/Porsche 919 Hybrid World Endurance Championship (WEC) contender Mark Webber, showed just how awesomely quick the new Porsche can be (make sure to watch the videos below for more).
“The Taycan’s power delivery is awesome,” said Webber. “I took part in this event in a Porsche 911 GT2 RS two years ago, so I already knew that it all comes down to power and traction. But, even for a thoroughbred racing driver like me, it is amazing how the Taycan – even though it’s still a prototype – accelerates off the start and out of the corners.”
The start of the Goodwood Festival of Speed “Hill Run” with F1 race-winning driver Mark Webber at the wheel. (Photo: Porsche)
Next on the agenda is a New York City stint as part of the ABB FIA Formula E Championship season finale, a fitting event for an electric super sedan. This final demo run will see Formula E driver and 2016 24 Hours of Le Mans winner (while driving a WEC Porsche LMP1 car no less) Neel Jani at the wheel, so be sure to watch all the action on your favourite video streaming site.
While all this ultra-fast electrification is fun for auto enthusiasts everywhere, and mostly seen as a positive for the green movement, no one can say for sure how the Taycan will measure up to its most obvious EV rival when it comes to sales success. The now somewhat long-in-tooth Tesla Model S had led all battery-powered competitors on the sales charts up to the point its own Tesla Model 3 sibling arrived on the scene, so the question now remains whether the Taycan can truly pose a threat to the Model S, or will remain as a niche player like all non-Tesla EV entries so far.
Let’s face it. Tesla virtually owns the electrified sport-luxury market. The Model S, which arrived in 2012, not only outsells all other electric competitors in its mid-size E-segment, but actually outperforms every conventionally powered mid-size luxury model other than the BMW 5 Series and top-selling Mercedes-Benz E-Class. This said, Model S deliveries fell 6.3 percent in 2018, and a much more sizeable 56 percent during the first three months of this year, but this may have more to do with its four-door sedan body style than any lack of interest in the Tesla brand, because both the E-Class and 5 Series found themselves in the same downward spiral, with Audi’s recently redesigned A6 and A7, plus Porsche’s Panamera bucking the trend. Still, despite its downturn, the Model S managed to hang onto third place in the mid-size E-segment.
At less than 3.5 seconds from standstill to 100km/h, the Taycan is blisteringly quick. (Photo: Porsche)
The Panamera grew by 40.1 percent in calendar year 2018, and didn’t lose much of that market share during Q1 of 2019 either after experiencing a small loss of 0.8 percent. Tesla’s Model S, however, outpaced the Panamera by a near three-to-one ratio last year, and 2.5-to-one over the initial three months of 2019, but it’s nevertheless safe say the recent sales strength of both premium cars is a good sign for potential future success of the new Taycan.
The Panamera, which available with various conventional engines plus two electrified hybrid powertrains, is very close in size to the Model S, at least before taking overall length into account. So far Porsche hasn’t released official Taycan dimensions, but if the production model ends up being close to in size to the Mission E concept it will be slightly shorter, albeit quite a bit wider and significantly lower than either the Panamera or Model S, but it will still fit ideally within the mid-size E-segment.
This brings us to a question: As impressive as the new Taycan appears to be, can the upstart Porsche EV punt the longstanding Tesla titleholder off the top sales-leadership podium? That Jaguar has had difficulty attracting EV customers to its new I-Pace, despite that model being a crossover utility and therefore more in line with current automotive trends, actually makes sense because the British luxury brand already has major problems finding buyers for its conventionally powered models, but Audi, amongst the auto industry’s hotter luxury brands, recently introduced the all-electric E-Tron, a crossover that’s even more traditionally SUV-like, and it hasn’t made much of a dent into Tesla Model X territory either.
“It is amazing how the Taycan – even though it’s still a prototype – accelerates off the start and out of the corners,” said ex-F1 star Mark Webber. (Photo: Porsche)
To bring you up to date on U.S. EV market growth, June saw increased sector sales of 120 percent, but take note that most of the 29,632 deliveries were attributed to Tesla, its 23,914-unit total accounting for 83 percent of market share growth due to 20,550 Model 3 (a compact luxury D-segment four-door sedan) buyers, 2,725 Model X (a mid-size luxury crossover SUV) customers, and new 1,750 Model S owners. Tesla aside, EV sales from other brands increased by 30 percent in June, which is excellent, but of course this number was comparatively small at 4,718 units total.
As anyone can surmise, earning a profit while selling in small numbers is not going to happen, with the next best-selling Nissan Leaf only able to deliver 1,156 units, Chevy’ impressive Bolt only finding 1,190 buyers (its worst YTD result), Honda positively surprising all with 1,092 Clarity FCV (Fuel Cell Vehicle) deliveries, Audi’s aforementioned E-Tron sales actually dropping from 856 units in May to 726 (after 253 down the road during its first month of April), BMW’s i3 having its best month so far this year with 473 sales, Jaguar’s new I-Pace managing its second-best month with 236 deliveries, Toyota pushing 166 Mirai FCVs out the door, Hyundai’s Kona EV finding 127 new owners, and other EV models like Kia’s Soul EV, Volkswagen’s E-Golf, etcetera not being accounted for due to having their sales numbers combined with conventionally models bearing the same nameplate.
Just which list the new Porsche Taycan gets added to, either alongside Tesla’s strong sales or somewhere mixed in with all other EV makers, is unknown for now, but we only have to wait until later this year to find out. Until the new production Taycan gets officially revealed in September and then arrives in Porsche dealerships later this year, makes sure to enjoy our photo gallery above and collection of videos below.
Kicking off in China: the Porsche Taycan prototype visits Shanghai (1:00):
Porsche Taycan prototype visits Goodwood Festival of Speed 2019 (1:41):
Hey Porsche, watch this video. Love, Electricity (1:03):
