Latest news with #Weissach
Car and Driver
7 days ago
- Automotive
- Car and Driver
View Interior Photos of the 2025 Porsche Taycan Turbo GT
These fixed-back carbon-fiber bucket seats come with the Weissach option in Europe. But they don't meet U.S. unbelted-occupant crash requirements, so we won't get them here.
Auto Express
27-05-2025
- Automotive
- Auto Express
Are EV batteries the future? Electric car batteries explained
EV technology has been touted as the future, swapping combustion engines and fuel tanks for electric motors and batteries. Yet despite electric cars already making their way into the mainstream, the tech that powers them remains something of a mystery, with manufacturers offering very little explanation as to exactly how electricity from a plug socket is stored in your car and subsequently consumed and transformed into kinetic energy via the electric motors. Advertisement - Article continues below Porsche invited us to its battery development centre in Weissach to speak to its experts so we can cut through the fog and demystify EV technology. Most electric car batteries are of the lithium ion variety, which is essentially a much larger version of the one found in your smartphone. A battery pack comprises several different modules, which contain a variety of cells; the Porsche Taycan's 93kWh Performance Battery Plus, for example, boasts 33 modules, each accommodating 12 cells. Each cell has a positive 'cathode' and a negative 'anode'; the former is typically made from either Lithium Nickel Manganese Cobalt Oxide (NMC) or Lithium Iron Phosphate (LFP), while the latter is usually made from graphite. These are split by a non-conductive separator, with a liquid 'electrolyte' solution surrounding it all, enabling lithium ions to be transferred between the positive and negative ends. Skip advert Advertisement - Article continues below When the car is charging, lithium ions will flow through the cabling and, in the case of pouch-style batteries such as the ones used by Porsche, inside via metallic tabs. These are funneled into the anode and then, thanks to the presence of electrolytes, through the separator and into the cathode, in which they are stored. When the car is discharging energy, the opposite will occur, with lithium ions travelling from the cathode to the anode and then through cabling onto the electric motor. As mentioned, there are two main types of lithium ion batteries – NMC and LFP – both with distinct advantages and disadvantages. The former is by far the most popular chemistry adopted for EV batteries, offering superior energy density, meaning more lithium ions can be stored per cell, in turn leading to less weight per kilowatt-hour of storage – ideal for a sports car such as the aforementioned Taycan. Advertisement - Article continues below Unfortunately, NMC battery technology has rightly come under fire due to the unsustainability of mining precious metals such as cobalt, while the lifespan is typically shorter than that of an LFP alternative. LFP batteries, on the other hand, may not have the same energy density as NMC units, but they are considered much more environmentally friendly thanks to their lack of precious metals. Iron Phosphate cells are cheaper to produce than their NMC brethren, making them an ideal candidate for budget EVs. How long an electric car battery will last ultimately depends on the way it's used; those operating constantly at a high temperature, driven for longer periods and charging to 100 per cent more frequently will ultimately hold onto less of their maximum capacity as time goes on. Porsche, for example, offers its cars with an eight-year, 100,000-mile battery warranty, however the general view is that most batteries will go on for much longer. Porsche's battery tech team told us their cars' batteries could go on for as long as 15 years and over 180,000 miles before dipping below 70 per cent capacity. Of course, this is just an estimate, because battery technology has not been on the market long enough for the calculation to reference real-world examples, although the packs are tested in a variety of temperatures and environments to ensure their reliability. Advertisement - Article continues below Skip advert Advertisement - Article continues below It's also worth pointing out that misuse of a battery pack by rapidly and frequently overheating and cooling it could lead to what's known as 'sudden death'. This rather morbid-sounding phenomenon essentially results in a sudden loss of capacity, either through short-circuiting or lithium plating (a process in which the ions, unable to properly enter either the cathode or anode, solidify within the electrolyte itself). One of the main concerns surrounding EV batteries is that of thermal runaway, which can lead to huge fires that may be difficult to control. Yet while there are some stories of EVs catching fire, the issue may be somewhat exaggerated. Porsche, like other manufacturers, incorporates failsafes into its systems, with accelerometers and sensors that will immediately discharge high-voltage components (not the battery itself) whenever it detects an impact. In the new Porsche Macan Electric, these HV parts are also positioned far and away from high-load impact areas, with the body itself designed to redistribute forces and minimise stress on the battery pack. However, it's worth pointing out that while EVs are built to the same safety standards as internal-combustion cars, fires generated by the battery can still occur and are typically ferocious and difficult to contain. Porsche designs its EV batteries in such a way that thermal runaway is contained for long enough that emergency services can arrive in time to put a blaze out if one occurs. However, fire departments still require special training because electrical fires require more water than one caused by an ICE car and generate several toxic gases. The whole concept of electric cars pivots on the concept of sustainability, so it'd be no use if building electric-car batteries was more environmentally detrimental than producing an ICE equivalent and, on the face of it, things don't look positive for EVs. Advertisement - Article continues below Skip advert Advertisement - Article continues below Figures clearly show that building an EV battery emits far more carbon dioxide than making an ICE car, with the batteries specifically relying on rare earth minerals that are not only limited in quantities, but also polluting to extract. However, a 2023 study by the US Department of Energy found that, on average, after two years or 19,500 miles, an EV will break even in terms of CO2 emissions with an equivalent ICE car, thus being considered more environmentally friendly thereafter. Things are expected to improve once factories adopt more green energy, and recycled materials start to make their way into EV batteries, reducing the need for polluting large-scale mining. However, the most economically friendly choice for now remains to choose a used EV, rather than buy a new one and thus require the manufacture of a new battery pack. In an effort to create a more circular economy and rely less on the likes of Russia and China, EU 'Rules of Origin' regulations require that, from 2026, manufacturers incorporate a proportion of recycled content in their EV batteries, rising year-on-year to 16 per cent for cobalt, 85 per cent for lead and six per cent for lithium and nickel by 2031. Such will be made possible with pilot schemes such as the one run by Porsche. Using discarded EV batteries from test cars, teams are working to refine the matter extracted from the used cells into materials that should offer like-for-like performance with the raw ones mined from the earth. Advertisement - Article continues below Skip advert Advertisement - Article continues below Of course, this remains a pilot scheme for now – Porsche expects full production to commence in 2035 – with recycled materials being used in EV batteries likely to come from other sources throughout the first few years of the EU's RoO scheme. Nevertheless, it's proof that EVs can exist as part of a circular economy, with huge investment meaning the technology and the means to recycle batteries will advance rapidly over time. EV battery tech has evolved hugely in the last decade, with improved reliability and range figures of well over 400 miles now possible. Yet, that's not to say that we've reached the peak of what's possible – electric-car batteries are, relatively, still in their infant form. For example, while the original Nissan Leaf came with a dinky 24kWh battery pack, this size can now be found in the likes of plug-in hybrids, with the top EVs now getting capacities well in excess of 100kWh. When asked whether Porsche expects battery sizes and ranges to continue growing exponentially, Dr. Benjamin Passenberg, the company's Director of Battery Cells, estimated that there will eventually be a plateau in terms of range figures at around 500 miles in 2030. Such a levelling-off is expected to coincide with continued improvement in the public charging network, with the possibility of battery sizes actually decreasing as chargepoints become faster and easier to locate. The likes of BMW and Toyota are also testing new solid-state battery technology as a replacement for lithium ion chemistry. This will provide a much greater energy density and capacity than lithium ion equivalents, while they also suffer much less from degradation over time and have a much lower fire risk. Such technology is still in development, with Toyota saying it doesn't expect its solid-state batteries to make production before 2027 – although it's worth pointing out that over the past 15-or-so years the Japanese firm has been working on them, this date has continually slipped further and further into the future. Want the latest car news in your inbox? Sign up to the free Auto Express email newsletter... Find a car with the experts It's only a matter of time before Jaguar Land Rover builds a factory in the USA It's only a matter of time before Jaguar Land Rover builds a factory in the USA Mike Rutherford thinks Jaguar's 'Reimagine' strategy will result in the company exploring further opportunities in the USA Labour hints at major luxury car tax U-turn to boost EV sales Labour hints at major luxury car tax U-turn to boost EV sales Is pressure from retailers and car makers finally cutting through with ministers? Car Deal of the Day: Ford Explorer gives you practicality, style and EV power for £228 a month Car Deal of the Day: Ford Explorer gives you practicality, style and EV power for £228 a month Family-friendly SUV is arguably Ford's best electric car, and great value, too. It's our Deal of the Day for 24 May
Metro
22-05-2025
- Automotive
- Metro
Monaco toy story is all good fun but keeping it clean isn't child's play
You can tell the Monaco Grand Prix is essentially a work from home situation for the drivers, the vast majority of whom live in the Mediterranean tax haven. Just look at the car park. Whereas normally F1 stars commute in whatever company cars their teams dictate, here those who haven't walked from their nearby apartments, or cycled, have arrived in their latest and proudest boys toys. Take Carlos Sainz Jr, who has used the occasion to show off his most valuable automotive asset, a customised limited-edition Ferrari Daytona SP3 in satin grey that's worth in the region of £2million. He may drive for Williams these days (and keep an eye on them this weekend, as they could spring a surprise), but he is clearly not about to ditch the prancing horse key fob. Or Lando Norris, who has eschewed his equally fast McLaren road car for the latest Porsche 911 GT3 RS, with a Weissach performance package and bespoke dark green hue. Perhaps he couldn't quite stretch to, or blag, the £3m McLaren Solus GT car of which just 25 have been built, one of which painted in red-and-white Marlboro colours is sitting pride of place on the deck of a superyacht in Monaco's harbour this weekend. That's the trouble with the principality; there's always someone with a more eye-catching accessory. And with that, George Russell can probably boast the most desirable car in the drivers' car park – his 219mph 1,049bhp Mercedes-AMG ONE hypercar is currently valued at over £4.3m. To win in Monaco is extra special, not least because it's the oldest grand prix on the calendar and irrefutably the most glamorous. It is the ultimate test of driver precision, a place where the tiniest mistake is punished with a carbon-shattering DNF. To win here, you don't just need a clean Sunday, you need an incident-free run up in order to perfect your set-up, find where the limit is, and put yourself in the best possible position on the starting grid. As everyone knows, Monaco is usually an overtaking-free zone. Drivers who have excelled here before from the current crop include three-time winner Lewis Hamilton, two-time winner Max Verstappen, and last year's winner, home favourite Charles Leclerc. Leclerc broke his curse finally, and will be hoping for luck again. He could use it, having only a single podium to show for the year so far. Sixth place in Imola was a struggle. Hamilton fared better with P4 but Ferrari are still some way off the pace of the McLaren, the Mercedes and, in Verstappen's hands, the Red Bull. 'Here, it's all about low speed,' said Leclerc, indicating the usual suspects mightn't have the same advantage at this event. 'I hope we'll discover something new about our car that we haven't seen yet.' Yuki Tsunoda is under pressure to avoid mistakes this weekend, having utterly destroyed his RB21 in qualifying last Saturday. Five grands prix and a sprint into his Red Bull Racing career, having taken over from Liam Lawson at Suzuka onwards, the Japanese driver has only seven points to show for it. Max, who currently sits third in the championship behind Oscar Piastri and Norris, has scored 88 points in that time, along with three best starting position so far was his P8 in Saudi. He needs to step up. 'The constructors' is very much a long shot at the moment,' said team principal Christian Horner of the world championship. 'So all our focus is on the drivers.' The drivers have taken a couple of hours out of their hectic schedules to relax in front of the big screen. They were treated to a private screening of the Brad Pitt-led F1: The Movie ahead of its global cinema release on June 25 and, when they emerged, they gushed about the realism of the racing scenes. 'The footage is insane. That is, for me, the best part of all of it,' judged Carlos Sainz. The film was made on location over two seasons with Pitt and co-star Damson Idris behind the wheel themselves for some shots. Ollie Bearman described Pitt's driving as 'impressive'. 'He was pushing the car, that's for sure. He did his homework, so it's cool. It's going to be a huge hit, and it's going to make people want to watch F1.' More Trending Max Verstappen and Lance Stroll were the only invitees to decline a ticket. 'I just wanted to spend more time at home,' said the notoriously showbiz-averse four-time world champion. 'It wasn't a mandatory event, and it was my private time.' Monaco is subject to a rule change this year: All drivers must pit twice. The aim is to boost the chances of changes to the order as a result of tyre switches and differing strategies. A minimum of three sets of Pirellis will be used on each car. 'It will definitely help, especially with strategy,' said Charles Leclerc, whose Ferrari team has come a cropper on strategy here before. 'With no clear pit-stop windows, it could present opportunities for drivers starting from further back to move up the order by making the most of running in clean air,' Pirelli stated. MORE: How to watch French Open 2025: TV channel and live stream from the UK MORE: Alejandro Garnacho and his brother blast Ruben Amorim after Manchester United defeat in Europa League final MORE: Tottenham vs Man Utd: Win the Europa League final and Spurs have had a better season than Arsenal – trophies are the priority
Car and Driver
12-05-2025
- Automotive
- Car and Driver
2025 Porsche Taycan Turbo GT Weissach Is the Quickest of the Mega EVs
The 2025 Porsche Taycan Turbo GT sheds 288 pounds with the Weissach pack, adding aero bits and stickier tires, but the extra drag reduces range by 7 miles. The Weissach car hits 60 mph in the same 1.9 seconds as the regular Turbo GT, but it's one-tenth quicker to 70 mph, and 160 mph arrives 0.5 second sooner. Lateral grip also improves, as the Weissach package pulls 1.11 g's on the skidpad, up from the regular Turbo GT's 1.08 g's on the same Trofeo RS tires. Welcome to Car and Driver's Testing Hub, where we zoom in on the test numbers. We've been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here). Bewinged and slathered in Purple Sky paint, our 2025 Porsche Taycan Turbo GT Weissach edition looks like it means business. Open either rear door and you'll also see how far Porsche has gone in its efforts to reduce weight, because this four-door sedan only seats two. The rear seat has been stripped out. A carbon-fiber thingamabob in its place is emblazoned with "no step" iconography that warns you that this space is for cargo only. Other changes include deleting the Taycan's signature dual fender-mounted charge ports, so you'll always have to charge only on one side, like with almost every other EV. You'll look out through a thinner windshield and live without rear speakers. But that rear seat is gone for a reason: So that weight can be added back in the form of downforce without exceeding the tire's limitations. The aero changes include front and rear splitters and a sizeable stand-up wing that combine for 175 pounds of front and 310 pounds of rear downforce. But Aero 101 tells us that any amount of downforce comes at the expense of some amount of drag. Frankly, we didn't know if this 1019-hp machine would be quicker in a straight line than the last Taycan Turbo GT we tested—the first car to hit 60 mph in under two seconds—because the Weissach car weighed 288 pounds less on our scales or if it'd be slower because of the extra drag that comes with the aerodynamic add-ons, particularly at higher speeds. There was only one way to find out. Michael Simari | Car and Driver Turns Out, It Was Both Our first stop was acceleration, because we wanted to make sure the battery was at peak performance. It's no use depleting the battery on some cornering or braking exercise, although we did gently slalom our way there to put some heat in the tires. The first launch was a monster, with more noise than we expected, along with some slight nagging wheelspin. On the return run, the launch hit just as hard, but it was less of a shock because we knew what was coming this time. We ran it again and again, laying down more rubber each time. This isn't a huge deal, as this is normal asphalt. Mostly, it was a case of blowing off the dust. Still, turns out runs four and seven (upwind and downwind) were the quickest, which is unusual for an EV, so those are the two we averaged together. The Weissach car was fractionally better at the 60-mph mark than our regular 2025 Turbo GT, 1.887 to 1.904, but it rounds to the same 1.9 seconds. After that, however, the Weissach has the clear edge. At 70 mph, the difference is 2.3 versus 2.4. The difference creeps up from 5.0 to 4.8 seconds at 110 mph. It's an advantage of 0.3 second at 140 mph, 0.4 second at 150 mph, and 0.5 second (a.k.a. 10.5 vs 11.0 seconds) at 160 mph. In there somewhere, the Weissach passed the quarter-mile at 9.2 seconds and 152 mph, which is one-tenth and 2 mph better and beats both the Lucid Air Sapphire (by a tenth) and Tesla Model S Plaid (by two tenths). So much for the 'negative' effects of aerodynamic drag. Also, we verified the Weissach's 190-mph top speed, which betters the Turbo GT's top speed of 180 mph. Michael Simari | Car and Driver Next up, we did braking, and this was a mixed bag. The purple people eater and the normal Turbo GT traded blows, as the Weissach did one foot better in the 70-mph stop (140 versus 141 feet), while the regular Turbo GT pipped it in the 100-mph realm: 274 to 275 feet. Still, it must be said that this was just for single-stop honors. If you average the lot, the Weissach wins both contests with a tighter grouping, although by a very narrow margin: 141 to 145 feet, and 275 to 277 feet. Orbiting the skidpad comes last, and this was a clear win for the purple one, 1.11 versus 1.08 g. There Is Always a Catch Now, don't all go rushing out and buy one, even though there is zero upcharge for the Weissach package. There are a few intangibles you've got to think about. For one, you'll miss out on the chance to sample Porsche's glorious option list, because most of them are not available on the Weissach. No doubt this is why the weight difference here is 288 pounds instead of the 165 pounds that Porsche says it should be, as our previous Turbo GT test car had the optional glass roof. Michael Simari | Car and Driver Another thing to consider is that the weight loss comes from that thinner windshield, which means less sound deadening. You hear a bit more noise from the motors, and stone-pecking from the tires is ever-present. It doesn't show up on the interior-sound-level meters, which are a virtual tie on smooth asphalt, but since when is your road system free of wee stones? Part of this is the vacuuming effect of the Trofeo RS tires, which come standard with the Weissach package; they're optional on the regular Turbo GT. Hmm. Wait a minute. The optional nature of the P Zero Trofeo RS tires on the Turbo GT is another reason you will pay more for a car that goes nearly as fast as a Weissach yet somehow doesn't stick as well. Specifications Specifications 2025 Porsche Taycan Turbo GT with Weissach Package Vehicle Type: front- and rear-motor, all-wheel-drive, 2-passenger, 4-door sedan PRICE Base/As Tested: $231,995/$233,395 Options: GT silver interior accents and seatbelts, $940; illuminated rear Porsche logo, $460 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 1019 hp Combined Torque: 914 lb-ft Battery Pack: liquid-cooled lithium-ion, 97 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 320 kW Transmissions, F/R: direct-drive/2-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 16.5-in vented, cross-drilled carbon-ceramic disc/16.1-in vented, cross-drilled carbon-ceramic disc Tires: Pirelli P Zero Trofeo RS Elect F: 265/35ZR-21 (101Y) NF0 R: 305/30ZR-21 (104Y) NF0 DIMENSIONS Wheelbase: 114.2 in Length: 195.6 in Width: 78.7 in Height: 54.3 in Cargo Volume, F/R: 3/13 ft3 Curb Weight: 4915 lb C/D TEST RESULTS 60 mph: 1.9 sec 100 mph: 4.1 sec 130 mph: 6.6 sec 150 mph: 8.9 sec 1/4-Mile: 9.2 sec @ 152 mph 170 mph: 12.7 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 2.3 sec Top Gear, 30–50 mph: 1.1 sec Top Gear, 50–70 mph: 1.3 sec Top Speed (gov ltd): 190 mph Braking, 70–0 mph: 140 ft Braking, 100–0 mph: 275 ft Roadholding, 300-ft Skidpad: 1.11 g EPA FUEL ECONOMY Combined/City/Highway: 81/84/79 MPGe Range: 269 mi C/D TESTING EXPLAINED Dan Edmunds Technical Editor Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by (no relation) to build a testing department.
Khaleej Times
25-04-2025
- Automotive
- Khaleej Times
Auto Review: Porsche Taycan Turbo GT makes for an electric ride
One reason electric vehicles (EV) have been a huge draw is their mind-blowing acceleration, which leaves petrol-powered sports cars in the dust. Then came even more ludicrous variants, like the plaid versions of Teslas and the Rimac Nevera hypercar, blowing the doors off everything else. But it was only a matter of time before legacy brands joined the chat. Now, we have the all-new Porsche Taycan Turbo GT. This isn't just any Taycan — it's the ultimate avatar. It's a stripped-down version of the popular four-door EV, with the power turned up to over 1,000 horses. DESIGN & AESTHETICS As with most Porsche vehicles, the Taycan too channels that unmistakable 911 archetype. It features a swooped bonnet that flows into an even more rounded roofline, tapering elegantly into the rear. At the front, replacing the 911's classic round lamps, are rectangular LED headlamps that flank a sculpted bonnet. At the rear, it sports a sleek LED strip. It also hugs the ground with purpose and rides on massive 21-inch Turbo GT forged wheels. The aero package adds a spoiler, aeroblades, underbody air-control elements, and a fixed rear wing in a carbon weave finish with the Weissach name and circuit outline on it to evoke extra enthusiasm. Make no mistake — this four-door is a race car parading as a sedan. All that's missing is the livery and sponsors. It may not be as beautiful as an Italian exotic, but like the kind of beauty a spoon has for the act of eating, or a rocket that is built to escape gravity, its singular purpose of speed shines through the shape. You've seen 2+2 coupés — two doors, four seats — but this is a four-door with only two seats, making it truly unique. In place of rear seats is a carbon trim, which doubles as a storage compartment. The suspension rises each time you open the door, presumably to aid entry and exit, but the 3D-printed Bodyform full-bucket seats have such high side bolsters that ingress and egress is actually a challenge. Then there's that interior. It has that typical Germanic design, but elevated in subtle ways. It is a product of geometry — painted in a dark theme, far from the grandeur of the Pagani Huayra, but still elegant in many ways. The cabin centres on a sloped centre console inspired by the incredible Carrera GT supercar, with a 10.9-inch central infotainment touchscreen at the top and a separate 8.4-inch touchscreen on the slope, with all the controls right at hand. You just can't fault its build quality, it's built like a rock. The seating position is excellent, with the GT Sports 3-spoke steering wheel wrapped in Race-Tex, an Alcantara-type material, and the pedals right where you want them. Some of that Race-Tex also extends to the dash and doors. POWERTRAIN & PERFORMANCE Now for the juicy bits. The base Taycan, with 408 PS, hits 0–100 kmph in 4.8 seconds. Above it are the 4, 4S, GTS, Turbo, and Turbo S — but they are mere mortals next to the Turbo GT. With 789 PS from dual motors and an extra 160+ kW in Attack Mode (via Sport/Sport Plus), it delivers a monumental 1,034 PS of power and 1,250 Nm of torque — enough to spin the planet. Switch modes and you'll even hear the synthesised sound gain an aggressive tone, reminiscent of ICE cars. Acceleration is otherworldly — 0-100 kmph in 2.2 seconds. Co-passengers might need a neck brace if not alerted before you step on it. Keep it pressed and it will do 200 kmph in an equally ridiculous 6.4 seconds. And it achieves this despite weighing 2,295kg. Handling is razor-sharp. Its low stance, stiff chassis, and Porsche Torque Vectoring Plus (which adjusts torque to each wheel independently) keep it locked through corners, and the steering is so precise it even obeys micro-adjustments. The adaptive air suspension, which adjusts damping in real time, ensures comfort for daily use, firming up when needed. The claimed range is 550km, though 450km was shown, which is enough to alleviate range anxiety. The 105 kWh battery supports 320 kW fast charging, hitting 10–80 per cent in 18 minutes. A six-metre cord is included for home charging (up to 11 kW). FEATURES & FUNCTIONALITY The Bose sound system delivers an enriching experience with 12 speakers and 630 watts, though the subwoofer under the rear floor slightly reduces boot space. Storage is limited to a small cubby and glovebox, but like most EVs, it offers two trunks — a 367-litre rear boot and an 81-litre frunk. There's also a handy shelf under the centre console for handbags and small items. The Turbo GT supports Apple CarPlay and Android Auto for seamless smartphone integration, with access to apps, navigation, and media via the car's display. The built-in navigation also works well, whether by voice or typed instruction. The infotainment system features elegant graphics, legible fonts, and responsive touch controls. The A/C is powerful, especially with just two onboard, but airflow direction can only be adjusted through the infotainment screen. VERDICT Where speed is the need, the 2025 Porsche Taycan Turbo GT Weissach edition shines with its brutal acceleration and, thereby, its ability to shrink distances like mechanical magic. It is the fastest-accelerating sedan we've ever tested. Its hunkered-down, tuned suspension maintains momentum through corners with surprising comfort. Built like a tank yet elegant in form, it's both geometric and graceful. Yes, ingress and egress demand contortion, and the price suits tycoons or lottery winners, but for Porsche purists and speed lovers, this is the epitome of motion. GOOD - Unique race car-inspired exterior; mind-bending accelleration; race car handling; unique sport EV sound; charging speeds; build quality BAD - Only two seats; difficult to get in and out; still 'just an' EV for some SPECIFICATIONS Body type - 2-seater; 4-door premium high-performance sedan Powertain - 105kWh battery; 2 electric motors; all-wheel drive Transmission - 1-speed (front); 2-speed (rear) Peak output - 1034 PS (system total) - 1,250 Nm (system total) 0 to 100kmph - 2.2 seconds (claimed) Top speed - 305 kmph (electronically limited; claimed) Rating: 9/10 stars KT Luxe
