Porsche just announced the return of its special Cayenne Platinum Edition, available to order now and for delivery this summer. The Platinum Edition was last offered in the previous-generation Cayenne from 2016 to 2018, and like that version the new iteration combines a classy character details with the model’s usual sporty demeanour.
While the old version only came in one body style, the new Platinum Edition is now available as both a standard Cayenne and the sportier Cayenne Coupe, plus its an option with all three different V6-powered models, including 335-hp entry-level, 455-hp E-Hybrid, and 405-hp S trims.
Platinum Edition adds a luxe satin-silver motif as well as extra features
Setting the Platinum Edition apart from regular models, are satin-finish Platinum painted front fascia air intake slats, headlight bezels, 21-inch RS Spyder Design wheels, “PORSCHE” lettering on the centre strip of the rear LED taillights, and model designation just below. The Platinum Edition also features gloss-black side window trim and a similar treatment on the sport exhaust tips.
A full palette of exterior colours is available for the Platinum Edition, including solid white and black, plus metallics like Black, Carrara White, Mahogany, Moonlight Blue, and Chalk, the latter grey hue falling into the pricier “special colour” category.
An aluminum door sill featuring “Platinum Edition” script greets driver and passengers upon entering Platinum Edition models, while additional bright metalwork includes exclusive textured aluminum inlays and yet more satin-silver accents, while Chalk-coloured seat belts provide a final touch.
Additional Platinum Edition standard features include LED headlamps with Porsche’s active cornering-capable Dynamic Light System (PDLS), as well as a set of eight-way-powered front leather sport seats, plus embossed Porsche crests on both the front and rear headrests. What’s more, Platinum Edition models get an analogue clock atop the dash, a surround-sound audio system by renowned stereo-maker Bose, ambient backlighting, rear privacy glass, and possibly best of all, a large panoramic sunroof overhead.
Platinum Edition priced to make it a popular upgrade
The 2022 Platinum Edition starts at $92,800 for the entry-level Cayenne model, although getting the upgrade package with the same engine in the Cayenne Coupe is only $97,500, which means the latter option is just $8,800 more than the $13,600 being asked for this special trim with the regular Cayenne. Almost the exact same spread repeats for E-Hybrid Platinum Edition variants, which start at $109,100 for the regular Cayenne and $109,100 for the Cayenne Coupe, representing an identical $13,600 spread, while the upgraded version of the electrified Coupe starts at $110,500 for an $8,900 difference from its base variant. At the top of the Platinum Edition range, the upgrades to the Cayenne S start at $109,300, representing a $12,500 increase from the regular S, whereas adding the package to the Cayenne S Coupe pushes the price up to $112,000, for a $7,700 price bump.
If you see an italicized “T” on the backside of a Macan in the near future, you might want to think twice about racing it through a winding country backroad.
Recently revealed for the 2023 model year, the new Macan T is a specially tuned version of the base Macan, with a focus on cornering agility. It benefits from less weight over the front wheels thanks to the base model’s 2.0-litre turbocharged four-cylinder engine, which was bumped up to 261 horsepower and 295 lb-ft of torque for 2022, so it just might be the best handling Macan in the lineup, even when compared to the mighty 434-hp GTS.
New Macan T optimizes handling over straight-line power
Splitting the difference between GTS and base is the Macan S, which puts out 348 hp, while zero to 100 km/h performance times are (from quickest to slowest) the GTS at 4.5 seconds, the S at 4.8 seconds, the T at 6.2 seconds and the base model at 6.5 seconds. Of note, base models can be equipped with Porsche’s Sport Chrono package, which knocks 0.2 seconds off the straight-line sprint, this upgrade standard with the new Macan T. The new model is plenty fast too, with a top track speed of 232 km/h, both take-off and high-speed performance benefiting from Porsche’s seven-speed dual-clutch automated PDK transmission, which is standard with all Macan trims.
Of note, the Sport Chrono package replaces the regular dash-top clock with a lap timer/stopwatch, while a helpful steering wheel-mounted Sport Response button makes it easy to switch between drive modes, some of which abbreviate gearbox shift increments for a sportier feel and quicker performance.
At-the-limit cornering control is the Macan T’s specialty
Specific to handling, the Macan T benefits from a 15-mm lower suspension and the Porsche Active Suspension Management (PASM) system as standard too, while those that upgrade to the automaker’s adaptive air suspension lose another 10 mm of ride height while gaining even sharper handling capability, not to mention a better ride quality.
Porsche Traction Management (PTM) all-wheel drive comes standard too, par for the course with the Macan, although it features additional rear torque bias for more agility through fast-paced corners. Aiding the latter are more rigid front anti-roll bars, as well as unique chassis tuning that Porsche claims to be “the perfect suspension for the vehicle and powertrain.” Lastly, at least for suspension mechanics, Macan T buyers can opt for Porsche Torque Vectoring Plus, which has been retuned for improved performance when pushed hard through curves.
Styling updates complete Macan T transformation
Of course, Porsche couldn’t just upgrade the Macan T’s performance without making some design tweaks, so therefore it features some unique Agate Grey metallic trim pieces in key areas, particularly to the front fascia, the mirror caps, the side blades (that also feature a scripted “Macan T” trim designation), the rooftop spoiler, and the rear bumper, while high-gloss black outer window trim and exhaust pipe finishers add to its sporty appeal. Rounding out the package, literally, are 20-inch dark titanium Macan S alloy wheels, while 13 plain, metallic and special exterior colours allow buyers’ individual personalities to shine through.
Inside, the same “Macan T” script brands a set of black aluminum door sill plates, while a multifunction GT steering wheel boasts a heatable leather-clad rim (which can optionally be wrapped in Race-Tex), and heated eight-way power-adjustable sport seats featuring grey pin-striping over Sport-Tex fabric centre panels, plus front headrests with embossed Porsche crests, add to the unique character of this performance-oriented model. The Macan T’s exclusive upholstery is in fact based on the Black leather package, which also includes silver contrast stitching on the seat bolsters, headrests, and steering wheel.
Notably, the Macan was refreshed partway through 2021 for the current 2022 model year. It featured updated exterior styling plus a slightly renewed interior, the latter particularly focused on the centre stack and console, which gets a larger 10.9-inch touchscreen complete with a fully-networked Porsche Communication Management (PCM) infotainment system, as well as touch-sensitive glass-look interface for selecting other key functions.
Macan T to be priced between entry-level Macan and Macan S
When it arrives in early spring, the 2023 Macan T will be priced somewhere between the 2022 entry-level Macan, which starts at $58,500, and the 2022 Macan S, which can be had from $70,600 (the 2022 Macan GTS starts at $85,500). This will make this T trim line the most affordable performance-tuned Macan, and interestingly the first non-sports car to wear “T” branding.
Important as well, especially during our inflationary times, the new Macan T should benefit from similar fuel-efficiency to today’s base model, which is rated at 12.2 L/100km city, 10.2 highway and 11.3 combined. This compares well to V6-powered Macans that achieve claimed ratings of 13.1, 9.6 and 11.5 (S) and 13.5, 10.5 and 12.2 (GTS) respectively.
Zero percent lease and financing rates available from Porsche
The 2022 ABB FIA Formula E World Championship will get underway this weekend in Riyadh, Saudi Arabia, before making its way to nine different cities ahead of the final race in Seoul, Korea on August 14. Along with the cars, teams and drivers, one new addition will remain constant throughout the season, the Porsche Taycan Official Safety Car.
“We’re proud that Formula E has entrusted a Porsche with this task – one that is important for the safety of its drivers,” said Thomas Laudenbach, Vice President Porsche Motorsport. “With the Taycan Turbo S as the official safety car, we’re making an important contribution to track safety and also underlining the importance of Formula E for Porsche Motorsport.”
The ninth FIA-sanctioned race of the season will be held in Vancouver, Canada this year, from June 30 through July 2, alongside the Canadian E-Fest, which is a unique festival that combines a creative business conference on sustainability with an esports tournament, plus more. Tickets, which start at only $70, can be acquired directly from the Canadian E-Fest website.
The Canadian E-Fest event will be set up in Vancouver’s False Creek area, next to city centre business and residential districts, but unlike the Champ Car race weekends held there 18 years-plus prior, there shouldn’t be any complaints about noise violations from local residents, due to the near silent operation of the Formula E cars.
“Formula E is delighted the Porsche Taycan Turbo S will serve as the Championship’s safety car from Season 8,” said Jamie Reigle, CEO of Formula E. “The Porsche Taycan Turbo S is the pinnacle of high-performance electrified vehicles and will light up Formula E city racetracks around the world. In designing the Formula E safety car, Porsche reimagined the critical on-track safety function to be a powerful symbol of the championship’s commitment to an electrified future and the unity of the competitors in the ABB FIA Formula E World Championship.”
The 2022 Porsche Taycan Turbo S that serves as the base for the new Formula E Safety Car is whisper quiet as well, and that’s despite 750 hp (with Overboost) and 774 lb-ft of torque. The car can sprint from zero to 100 km/h in only 2.8 seconds when its Launch Control feature is engaged, plus it moves off the line to 160 km/h in a scant 6.1 seconds. The new Taycan Turbo S starts at $218,000, but it’s possible to get into a 2022 Taycan for as little as $119,900.
No matter whether on the road or at the track, Porsche makes a habit of performing at the front of the pack. After the sports car brand managed to attain the highest position possible in the Canadian Black Book (CBB) “2021 Overall Brand Award – Luxury” category for three consecutive years, it once again achieved the top spot in the latest 2021 study.
Porsche actually scores well in all of its categories, with the Panamera retaining the highest percentage of any competitor in its Prestige Luxury Car segment, a feat it’s attained for the past eight years. Similarly, the Macan, which earned the highest score in its Compact Luxury Crossover division yet again, has owned this position for three years in a row, while the legendary 911 has been on top of the Premium Sporty Car class for two years as of the 2021 CBB study.
“We are honoured and delighted to accept the Overall Brand Award – Luxury as well as three model accolades from Canadian Black Book this year,” noted Marc Ouayoun, President and CEO, Porsche Cars Canada, Ltd. “Consumers have many available choices in the market and we welcome these recognitions, which provide an additional reason to consider the brand. These outstanding acknowledgments by the leading authority highlight strong value retentions which ultimately benefit the customer.”
The Canadian Black Book study ranks vehicles on the retained percentage of their manufacturer suggested retail price (MSRP) after four years. Holding on to a high value means that ownership will cost less when it comes time for reselling or trading in for a new model, so this is a very important metric.
The new Porsche Taycan is one of the more technologically advanced EVs currently available, but this doesn’t mean the only people capable of understanding how it works are electrical engineers.
In order to simplify the science, Porsche hired Bill Nye The Science Guy, a popular TV personality, to explain all the key technology, which resulted in a five-part short-format video series. Each episode, which span just under a single minute to one-and-a-half minutes long, focus in on technologies that differentiate the Taycan from its competitors, such as its 800-volt battery, uniquely innovative aerodynamic design, regenerative braking system, two-speed transmission, and repeatable performance.
The YouTube series, dubbed “Bill Nye Explains The All-Electric Taycan,” was filmed at the Porsche Experience Center in Los Angeles, California. The entertaining host uses simple terms and silly antics to clarify otherwise complicated subject matter, resulting in a series that’s ideal for all ages.
The Taycan, which arrived on the electric scene only last year, is already available in two unique body unique styles and four individual trims, including 4, 4S, Turbo and Turbo S. The sleek Taycan four-door coupe can be had in three of the just-noted trims, including 4S, Turbo and Turbo S, whereas the more recently introduced Taycan Cross Turismo also has a base trim. Additionally, the Cross Turismo can be upgraded with an Off-road Design package that increases ride height while adding more aggressive styling enhancements.
Top-level Taycan Turbo S trim can accelerate from zero to 100 km/h in only 2.8 seconds, thanks to its 750-hp twin-electric-motor power unit, while standard AWD means that all four performance tires grip the road below, especially helpful in inclement weather or when off-road.
Porsche’s new Taycan is doing a great job of scooping up premium EV buyers, enough so that Tesla may want to consider redesigning its Model S sometime soon. Of course, the iconic California-turned-Texan electric carmaker isn’t likely worried, thanks to a market cap that rivals the largest tech giants, not to mention key models in all of the most important luxury segments, but at least Porsche is succeeding where many others are struggling to gain ground.
Tesla’s Model Y fills the compact luxury SUV hole in its expanding lineup, exactly where Porsche plans to directly compete with an electrified version of its already popular Macan crossover. In order to make sure the Macan EV finds as many buyers possible, Porsche is getting busy testing it on road and track, and recently released some photos and info to let us know how the process is going.
Porsche plans a 2023 launch for its upcoming all-electric Macan, which should be enough time to get the kinks out. To that end, the Stuttgart-based luxury brand had been digitally and physically testing it on its Weissach Development Centre proving grounds until recently, but now has it touring public roads in heavily camouflaged attire, so as to hide its second-generation Macan sheet metal.
“Testing in a real-life environment is now getting underway – one of the most important milestones in the development process,” commented Michael Steiner, Member of the Executive Board, Research and Development, at Porsche AG.
Porsche plans to cover three million kilometres worldwide, in every possible type of condition, ahead of delivering fully electric Macans to market, and that lofty number doesn’t even include the “countless” virtual kilometres accumulated on the Weissach test track, not to mention many more miles achieved via digital prototypes.
According to Porsche, developing the new Macan EV digitally reduces capital expenditures and time, while it also minimizes the new model’s environmental impact. Rather than putting actual prototypes through their paces, a digital computational model replicates the kinds of true-to-life properties, systems and power units of the EV to a very high degree of accuracy. As part of the electrified Macan’s development, Porsche has utilized 20 digital prototypes in order to simulate all types of situations, resulting in critically important aerodynamic, energy management, operation, and acoustic data.
“We regularly collate the data from the various departments and use it to build up a complete, virtual vehicle that is as detailed as possible,” said Andreas Huber, manager for digital prototypes at Porsche, plus one of the first aerodynamics engineers to ever work with digital prototypes. “This allows previously undiscovered design conflicts to be swiftly identified and resolved.”
Reducing aerodynamic drag helps the Macan EV achieve its ultimate range targets, with even minimal flow enhancements making a significant difference.
“We started with a flow-around model when the project first started about four years ago,” added Thomas Wiegand, Director of aerodynamics development.
A team of Porsche engineers utilizes simulations so as to fine-tune each and every surface of the new crossover EV, with specific attention paid to cooling air ducts. Such calculations help the engineers arrange components that in-turn optimize efficiencies, while they also provide the required data for predicting variances in real-world temperature levels. Porsche actually claims the new testing procedures allow for extremely precise simulations of both aerodynamics and thermodynamics.
“The digital world is indispensable to the development of the all-electric Macan,” said Wiegand.
Returning to air ducts and cooling, the new EV’s motive electric system boasts a totally different cooling and temperature control concept than the conventionally-powered internal combustion engine (ICE) powered Macan. To be clear, the various ICE’s used in today’s Macan need a 90- to 120-degree (Celsius) temperature operating range, whereas the new electric-powered model’s drive system and high-voltage battery maintain a temperature window between 20 and 70 degrees.
Also unique to the electric Macan, where an ICE increases its temperature when starting and stopping during heavy traffic, the battery-powered version needs more cooling during high-power charging, particularly in warmer weather. Porsche is overcoming this challenge by calculating and digitally optimizing the “position, flow and temperature” via the digital prototypes mentioned earlier.
Digital prototype use can start quite early in any vehicle’s developmental stage. In fact, Porsche created a completely new driver interface for its upcoming second-gen Macan long before designing some of the other components. A revised driver display was included, of course, which, when ready for testing, Porsche brought to life in a “seat box” that was capable of simulating the actual driving environment.
“Simulation allows us to assess displays, operating procedures and the changing influences during a journey from the driver’s point of view,” said Fabian Klausmann of Porsche’s Driver Experience development department. “Here, the ‘test drivers’ are not just the specialists themselves but also non-experts. This allows all interaction between driver and vehicle to be studied down to the last detail, enabling selective optimization even before the first physical cockpit has been built.”
The initial physical Macan EV prototypes were developed from information learned through the digital prototype program, and once these running prototypes were on the track, they fed additional data back to the digital prototypes to continue testing with. This process allowed Porsche’s engineers to continually update both the digital and physical prototypes, refining each aspect of the Macan EV throughout the development process.
“Endurance testing on closed-off testing facilities and public roads in real-life conditions is still indispensable to ensure that the vehicle structure, operational stability and reliability of hardware, software and all functions meet our high-quality standards,” continued Steiner.
The Macan EV continues to undergo a demanding testing process, including climate extreme endurance tests, plus the need to overcome all types of topographical conditions. Of course, this would include real-world charging and conditioning of the new EV’s high-voltage battery, with everyday reliability and segment-leading performance being high on the agenda.
“Like the Taycan, the all-electric Macan, with its 800-volt architecture, will offer typical Porsche E-Performance,” added Steiner, pointing to development goals such as the SUV’s long-distance range, high-performance fast charging, and goal of best-in-segment performance. “The all-electric Macan will be the sportiest model in its segment.”
The new Macan EV will also need to be highly efficient, of course, which is why it’s the first Porsche to make use of the brand’s new Premium Platform Electric (PPE) architecture. This said, most Macan owners will continue choosing one of the automaker’s conventional ICE’s instead of the electrical alternative, at least in its early years, particularly in markets where consumers aren’t penalized for not going green, thus gasoline-powered models will need to remain part of the overall Macan package for the unforeseen future.
“In Europe, demand for electric vehicles continues to rise, but the pace of change varies considerably across the world,” noted Steiner. “That’s why we’re going to launch another attractive conventionally-powered successor to the current Macan in the course of 2021.”
This said, the new second-generation Macan will launch later this year, with varied availability of ICE’s. The new Macan EV will follow in about three years and millions of kilometers of digital and physical prototype tests.
It shouldn’t be a shock that Porsche once again earned highest honours amongst luxury brands in J.D. Power 2021 Customer Service Index (CSI) Study. This is the second time in three years the Stuttgart-based automaker took top spot amongst its premium competitors, and this only a month since winning “most trouble-free new car overall” status for its 911 sports car, in the same third-party analytics firm’s 2021 Vehicle Dependability Study (VDS), the large owners survey resulting in Porsche’s Macan (top photo) achieving the highest podium for its “Premium Compact SUV” category.
“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”
J.D. Power’s CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” states a press release, with its latest data collection period being from July through December of 2020. Over 62,500 new vehicle owners responded to a survey, which allowed for a comprehensive list to pull results from.
Porsche received 17 more points over the 2000 CSI study, by the way, with the latest 2021 results combining for an 899-point total out of 1,000 possible points. The brand’s retail dealerships ranked in either 1st or 2nd place in each of the survey’s five classifications, which included Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.
Following any of the linked models to our Canada Prices pages shows that Porsche is currently offering each model with leasing and financing rates from zero percent, so check out each links to remind yourself what they look like, figure out trim and pricing details, plus configure the one you’re interested in with colours and options. Also, be sure to see how your CarCostCanada membership helps you access dealer invoice pricing that could save you thousands when you’re negotiating your next deal, plus remember to download our free app from the Google Play Store or Apple Store, so you’ll have all of this important info when you need it most.
It might only be April, but 2022 Porsche 911s are already available to configure and order on Porsche’s retail website.
It all started with the recent introduction of the fabulous new 502-horsepower 911 GT3, which starts at $180,300 and will be delivered this fall, while now all 2022 911 body styles and trims are showing on Porsche Canada’s retail website, with pricing for the base model moving up from $113,000 for the current model year to $115,000 for the next model year’s cars.
The $2,000 price hike is reasonable, being that the German luxury brand will add standard comfort and communications features across the entire 911 line, starting with an updated Porsche Communication Management (PCM) touchscreen measuring 10.9 inches across. It features a simplified interface inspired by the one in the new Taycan EV, which integrates entertainment, navigation, comfort and communications systems into one flexible layout that boasts plenty of personalization options.
Additionally, the PCM update includes a trial period extension for the brand’s connected services package, growing to 36 months from just 12. After the three-year initiation period is over, connected services can be had via subscription.
Porsche Connect, that comes as part of the just-noted connected services package, now includes Voice Pilot that responds to natural language prompts available when saying, “Hey Porsche.”
The Navigation Plus system now features real-time traffic information too, plus online map updates and a calendar, as well as Radio Plus.
Slow to the party, the new 911 is the first Porsche to include standard Android Auto, which should be appreciated by the bulk of consumers who use Android-powered smartphones. PCM has long included Apple CarPlay, and will continue to do so via wireless and wired connectivity.
Music lovers can rejoice too, not to mention talk radio fans, because a SiriusXM satellite radio (with 360L) three-month trial subscription is now standard.
What’s more, just as with the Taycan, all 2022 911 models can accept direct integration of Apple Music and Apple Podcasts after purchasing an Apple service subscription.
As for mechanical technologies, dual-clutch PDK transmission-equipped 911 Carrera, Targa, and Turbo models are now upgradable with Remote ParkAssist, which lets the driver remotely move the car in and out of a parking space with their smartphone when standing outside.
Additionally, Remote ParkAssist comes bundled with Active Parking Support, controlled via the new PCM. A 3D Surround View parking camera is now optional too, as is Rear Cross Traffic Alert with Lane Change Assist.
After the $115,000 base 911 Carrera, the identical coupe body style can be further upgraded to the all-wheel drive-equipped Carrera 4 from $123,400, or buyers can opt for a Carrera S at $133,100, or Carrera 4S at $141,500.
The enhanced 911 Carrera Cabriolet begins at $129,600 for 2022, while chopping the roof off with AWD results in a $138,000 Carrera 4 Cabriolet. Additionally, the 2022 Carrera S Cabriolet now starts at $147,700, while the Carrera 4S Cabriolet can be had from $156,100.
If you want the best of both worlds, the 911 Targa 4 is now available from $138,000, while the Targa 4S starts at $156,100. Once again, three 911 Turbo models are available for the coming model year, starting at $198,400 for the Turbo, and then moving up to $213,000 for the Turbo Cabriolet, plus finally $235,600 for the Turbo S and $250,200 for the Turbo S Cabriolet.
Last but hardly least, the model Porsche says is “the most focused and agile ‘992’ generation car yet” is only available in a single trim line, but we’re not complaining, as the new 2022 911 GT3 is reportedly as good as sports cars get for just $180,300. So far, no 911 GT2 model has been announced, so we’ll obviously need to come back to cover all this again when the brand’s (current) ultimate super coupe arrives on the scene.
So far, we haven’t updated our 911 coverage to include a 2022 Porsche 911 Canada Prices page (expect one soon), so for the time being check out our 2021 Porsche 911 Canada Prices page that’s showing a factory leasing and financing rate of zero percent, plus average member savings of $2,800.
As anyone who’s spent days at a time driving around in a mid-engine supercar will tell you, there’s more to a car than just being able to go fast. Hence the new age of four-door coupes, Porsche’s fully electric Taycan EV being the latest of such wonders to hit the road. Now, just as it did with its more conventionally-powered Panamera four-door coupe’s transition into the Sport Turismo, Porsche is introducing an extended sport wagon version of the Taycan to expand its practicality without detracting from its performance-oriented nature.
The new Taycan Cross Turismo is Porsche’s answer to Audi’s E-tron (or the new E-Tron Sportback), Jaguar’s I-Pace, and Tesla’s Model X, for the time being at least. No doubt, the Stuttgart-based firm will eventually reveal a purely electric SUV, but for now EV fans with more pragmatic leanings will need to settle for an elongated four-door coupe, not that opting for a Taycan Cross Turismo could ever be considered hardship.
By the numbers, the new Cross Turismo provides 793 litres (28.0 cu ft) of added cargo space for a new maximum of 1,200 litres (42.4 cu ft), which is a great leap forward from the regular Taycan’s 407-litre (14.4 cu-ft) trunk. This doesn’t include the Taycan’s 81-litre (2.8 cu-ft) “frunk” (front trunk) either, which is standard in both cars. If you still require more luggage capacity, Porsche has a bespoke roof-top cargo carrier on offer that’s capable of clinging in place up to 200 km/h.
Yes, the Cross Turismo is no different than the regular Taycan coupe when it comes to performance, with top track speeds varying from 220 to 250 km/h depending on trim. Both body styles feature identical 800-volt battery-electric plug-in power units, complete with a lithium-ion Performance Battery Plus good for 93.4 kWh of power, which makes the car capable of approximately 320 km of range before a recharge, depending on exterior temperatures conditions, road conditions, driving style, etcetera.
Especially helpful, up to 100 km of range is available after a mere five minutes of being hooked up to a DC fast charger, which should be enough for most people to top up and get on their way. Of course, if plugged into a regular 240-volt charging station it will take significantly more time to reach that level of range.
Charging times will also be reflective of the chosen Taycan model, as will the Cross Turismo’s zero to 100 km/h performance. The slowpoke of the litter is the base Taycan 4 Cross Turismo, which nevertheless zips past the 100 km/h mark in a rapid 5.1 seconds due to its 375-hp dual-motor electric power unit. An upgrade to the 4S Cross Turismo will chop an entire second off that standstill to 100 km/h sprint time, thanks to 482 hp flowing through to all four of its wheels.
Porsche oddly uses its “Turbo” nameplate for top-level Taycan trims, but even if those around chuckle at the thought of a turbocharged EV, you’ll be last to laugh as you blast past. To that end, the Taycan Turbo Cross Turismo puts out a formidable 616 hp, resulting in just 3.3 seconds from naught to 100 km/h, whereas the even quicker Turbo S Cross Turismo provides 750 hp for an otherworldly 2.9-second run to 100 km/h, when launch control is employed.
Porsche provides all Taycan Cross Turismo models with the same chassis and adaptive suspension system, which is shared with the regular Taycan coupe, while all-wheel drive is standard to improve four-season capability. Better yet, Porsche includes a standard “Gravel Mode” too, this setting adjusting the model’s throttle response and chassis control to optimize adhesion to less than ideal road surfaces.
If you want even more off-road prowess, an optional Off-Road Design package raises the Cross Turismo’s ride height by 30 mm (1.2 in), plus provides more protection to paint surfaces that might otherwise get chipped without mud flaps. Additional rugged-looking upgrades give this EV more of a crossover look. s
Appearances in mind, the Cross Turismo is already tougher looking than a regular Taycan, thanks to SUV-style matte black body cladding circling the wheel cutouts, yet more along the rocker panels, and of course more rugged black stuff end-to-end, while the front and back bumper caps are further enhanced with stylish silver undertrays.
Deliveries of the new Taycan Cross Turismo will start this summer, so make sure to give your local Porsche retailer a call if you’d like to get your hands on one. Pricing begins at $119,900 for the entry-level Taycan Cross Turismo 4, and grows to $126,800 for the Taycan Cross Turismo 4S, $178,000 for the Taycan Cross Turismo Turbo, and lastly $218,000 for the top-tier Taycan Cross Turismo Turbo S.
Notably, the Cross Turismo’s base power unit is not available in the regular Taycan coupe, which is why this crossover-wagon variant is a bit more affordable. Specifically, the 2021 Taycan 4S can be had for $120,500, but it incorporates the Cross Turismo’s stronger 4S power unit. Therefore, a direct price comparison should be made against the $126,800 Taycan Cross Turismo 4S, which requires $6,300 more than the four-door coupe variant. Even better, Cross Turismo Turbo and Turbo S trims only cost $3,000 more than their regular Taycan equivalents.
Were you expecting a wallflower? The new 2022 GT3 won’t have any issues standing out in a crowd, albeit not as sensationally supercar-like as the now discontinued GT2 (don’t worry, a new one is on the way). Let’s just agree that no one will mistake it for a run-of-the-mill 911 Carrera.
Porsche recently revealed the latest version of what many Porsche purists deem the ultimate 911, and of course the updated model has been getting its fair share of attention. When peering at it from your rearview mirror, a new dual vented carbon-fibre hood lets you know to move over and give it room to get by, at which point you’ll almost immediately get a glimpse of the new model’s massive swan-neck carbon-fibre rear wing and CFRP diffuser. In their default settings, the GT3’s aerodynamic add-ons improve downforce by 50 percent over a regular 911 coupe, but with a few adjustments you can get up to 150 percent more downforce when running at 200 km/h.
All of that speed comes via the same 4.0-litre horizontally opposed six-cylinder engine as the previous model, albeit making 10 ponies more for a considerable 502 horsepower, whereas its 346 lb-ft of torque remains unchanged. Possibly the best part of the GT3 story is that all that power comes without a turbocharger, making this model the only naturally aspirated 911 available.
Instead, size matters more, the GT3’s flat-six a full litre larger than the twin-turbo Carrera’s boxer, while some pretty fancy tech goes along for the ride, including six throttle butterflies for that just-noted 10-horsepower bump, plus an ultra-lofty rev limit of 9,000 rpm. That’s out of this world for a flat engine configuration, by the way, this layout normally strongest at the low end, but not designed for whirring away at stratospheric levels.
What’s more, the engine’s natural aspiration isn’t the GT3’s only unique differentiator amongst 911 models. Even more noticeable when driving is the manual model’s six-speed gearbox, compared to the majority of 911s that sport a seven-speed manual. Just like with all 911s, GT3 owners can opt for a seven-speed dual-clutch automated PDK gearbox with paddles, but it won’t cost you a penny more. Also relevant, the GT3’s PDK isn’t specifically related to new version introduced for all other (992 series) 911s, but instead comes from the old 2019 GT3, the reasoning behind its use being an 18-kilo drop in mass and extremely fast input response.
The six-speed manual isn’t new either, but gets shared with the fabulous 718 Spyder and 718 Cayman GT4. This gearbox is lightweight, features rev-matching to make non-pro drivers sound like the real deal, and is commonly praised for its smooth actuation. The six-speed manual is in fact so good that 68.7 percent of past Canadian GT3 buyers chose it over the PDK. This probably says more for the types of performance enthusiasts that choose the GT3 over other 911 models too, that person more appreciative of the art of driving over ease of use and/or sheer straight-line performance. As is always the case, the PDK is faster off the line than the manual, the GT3 with the autobox requiring a mere 3.4 seconds from zero to 100 km/h, with 200 km/h needing just 10.8 seconds.
No matter the transmission choice, the GT3 comes standard with a wholly new double-wishbone front suspension design. The new front suspension was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR, with the GT3 being its first application in a 911 production car. It allows for a more rigid spring setup with more camber stiffness, which better isolates the shocks from transverse forces that could otherwise upset forward momentum amid shifting mass. Overall, Porsche promises better handling.
Also upgraded, the GT3’s five-arm rear suspension now includes additional ball joints for the lower wishbones, plus spherical bushings and unique dampers. Porsche says it makes the new GT3 is a better track car, but this should also translate into a better daily driver, whether your commute is urban or on a curving rural road.
Additionally, the more responsive suspension setup comes mated to standard rear-wheel steering that make them rotate up to two degrees in the same or opposite direction, depending on whether the objective is high-speed stability or easing low-speed parking manoeuvres.
To scrub off speed from the former, the outgoing GT3’s already sizeable 380 mm front brake discs grow to 408 mm too, while weighing a significant 17-percent less. As for doing better with low-speed situations, such as rolling over big speed bumps or climbing steep driveways, Porsche has included a front axle lift system to keep the gorgeous carbon fibre front lip spoiler from dragging on the pavement.
That lip spoiler, as well as the new hood, the massive wing and the rear spoiler already mentioned, are not the only exterior features produced from carbon fibre reinforced plastic, incidentally. Yet more CFRP body panels include the rear fenders and, optionally, the roof.
“Road-approved circuit rubber” is also available, while GT3 buyers can add a rear roll cage too, by opting for the Clubsport package (not available in all markets). The all-new battery requires no extra investment, however. It hits the scales after a 10-kilo diet compared to the one used in the old GT3, with all of the new model’s weight-saving improvements and increased engine performance adding up to a superb 2.8 kg/PS power-to-weight ratio.
Deleting the rear wing can eliminate even more weight, but I can’t see this being a popular choice unless planning to install an even larger one. Still, it’s possible more conservative buyers find it a bit much for everyday driving, so Porsche has provided the option to trade it for the regular 911’s power-adjustable spoiler via a Touring package.
As for GT3 interior upgrades, they continue to include plenty of Alcantara psuede on the steering wheel rim, sport seats, and elsewhere, plus Porsche’s usual “GT3” branding.
The new 2022 GT3 is now available to order, with first deliveries expected in the fall of this year.
The new 911 GT3: Time is Precious (2:35):
The New 911 GT3 at the Nürburgring (1:33):
The New 911 GT3: Onboard at the Nordschleife (7:33):