Latest news with #GTS
Yahoo
5 hours ago
- Automotive
- Yahoo
View Exterior Photos of the 2025 Porsche Taycan GTS Sport Turismo
Read the full review | See Interior Photos Porsche's all-electric Taycan Sport Turismo is back this year in GTS guise. Packing 690 horsepower, this all-wheel-drive wagon is one incredibly fun-to-drive sled. The updated-for-2025 Taycan GTS Sport Turismo carries a starting price of $151,795, while the sedan starts at $149,895. The GTS trim is the only way to get the Sport Turismo style, which is lower slung than the Cross Turismo. The GTS goes to significant lengths to add comfort to speed. The optional and super-trick Porsche Active Ride is one of its techniques to keep the car as controlled as possible. The entire Porsche lineup gets new batteries, which increase net capacity without requiring more dimensional space or adding weight. The GTS comes standard with the 97.0-kWh Performance Plus battery. The GTS we drove wore optional ceramic-ceramic brakes with yellow calipers. This $9070 option adds 10-piston fixed calipers with 16.5-inch vented and cross-drilled rotors up front, with help from four-piston fixed calipers and 16.1-inch vented and cross-drilled rotors in the rear. Keep going to check out even more pictures of the 2025 Porsche Taycan GTS Sport Turismo. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
NZ Autocar
05-08-2025
- Automotive
- NZ Autocar
Refreshed Porsche 911 Turbo adds hybrid power
For its mid-life facelift the already outrageously quick Porsche 911 Turbo adds more venom with a boosted hybrid powertrain. Several updates of current 992.2-generation Porsche 911s have launched recently but we've yet to spy the refreshed 911 Turbo. Now it is appearing on the horizon. The 911, which turned 50 last year, introduced electrification for the first time in the GTS model. And the facelifted 911 Turbo is expected to debut with a more potent version of that engine. It has been out testing in Cabriolet form and shares its new design elements with the hard-top Coupé. The Turbo will feature a new front end with vertically oriented active vanes sitting either side of a large central opening, like with the GTS. All 992.2 models have their full lighting set-up integrated into the main headlight units, for a cleaner look up front. These testers features aero-optised wheels, complete with a centre-lock mechanism for reduced unsprung weight. Moreover, Porsche's ceramic braking system is evident on these cars. The rear end features a new lower bumper with a large grey plastic insert that incorporates a pair of oblong exhaust finishers on each side. And they help signify the top 911. An active rear wing remains. Previous 911 Turbos have run a 3.7-litre engine with twin variable-vane turbochargers. However, the GTS features a new 3.6-litre unit, and this may also turn up in the new Turbo. However, it will likely have a different turbocharger system to the GTS. That has a single large blower aided by a small electric motor in the turbo housing to eliminate lag. The top 911 may continue to run with two variable-vane turbochargers. Expect a gearbox-mounted e-motor that integrates into the overall system as well. There will likely also be Turbo and Turbo S models, as before. Power output in excess of the current version's 478kW is assured. The all-wheel drive system and eight-speed dual-clutch transmission will likely remain. Chassis tech will run to Porsche's active ride-stabilisation system, ceramic brakes, a torque-vectoring rear differential, and an active front splitter to work in harmony with the large rear wing. There is also the possibility of a Touring base model featuring a manual transmission and less of the chassis technology. Expect this to arrive a few months after the 911 Turbo debuts. And that's expected before year end.
Car and Driver
02-08-2025
- Automotive
- Car and Driver
2026 McLaren Artura Review, Pricing, and Specs
Specs See all specs EPA Est. Range 21 Miles Seating 2 Seats Powertrain Hybrid Drivetrain Rear-Wheel Drive Limited Warranty 5 Years/Unlimited Miles Overview The McLaren Artura is a performance car with a silent twist. In place of the mid-mounted V-8 engine found on most McLaren supercars, the Artura uses an electrically-assisted twin-turbo V-6 good for a system total of 690 horsepower. This plug-in hybrid can putt around for an EPA-estimated 11 miles on electricity alone, only uncorking the gas portion of the powertrain when you desire, but if you never engage the combustion half of the equation, you'll be missing out. The engine's song isn't as grand as that of the company's eight-pots, but recent updates have added some additional sonic delight. While the powertrain may be a departure from the traditional McLaren lineup, the Artura and retractable-roof Artura Spider drive with the same balance of purpose and poise as their gas-only brethren. Magic chassis tuning makes the Artura twins both livable and, with the flick of a switch, extremely capable on a track. Expert Tip: If you'd rather have an unassisted McLaren V-8 and its accompanying wail, check out the similarly priced GTS model. What's New for 2026? We aren't expecting any major changes to the Artura lineup for this model year. Pricing and Which One to Buy While the open-top Spider is undeniably enticing, the coupe is still the purest representation of the Artura's core mission statement. It's also quite a bit less expensive; of course, for wealthy sun worshippers, the approximately $25,000 upcharge for the Spider might seem like a bargain. There are countless options available for both models, and the trim you choose comes down more to aesthetic taste than anything else. Engine, Transmission, and Performance Hybrid Powertrain: twin-turbocharged 3.0-liter V-6 and one electric motor, 690 hp combined twin-turbocharged 3.0-liter V-6 and one electric motor, 690 hp combined Transmission: 8-speed dual-clutch automatic 8-speed dual-clutch automatic Drivetrain: rear-wheel-drive The Artura is powered by a twin-turbo V-6 plug-in-hybrid powertrain that makes a combined 690 horsepower and 531 pound-feet of torque. The gas engine is supplemented by an axial flux electric motor located within the housing of the eight-speed dual-clutch automatic transmission, and it's juiced by a 7.4-kWh lithium-ion battery pack at the rear of the cabin. During our initial test drive, we praised the Artura for its appropriately searing acceleration, but noted it lacked the auditory gratification we like in rival sports cars. McLaren must have agreed, as the 2025 Artura features a reworked exhaust designed to emit a more passionate soundtrack. In our drive of the Spider, we found it to be appropriately loud but still not as sonorous as the brand's V-8. The Artura is also the first McLaren to ride on the company's new Carbon Lightweight Architecture (MCLA), which is said to be lighter than its predecessor's structure. Handling is razor sharp, and this car is a blast to pitch around a racetrack, but it also has a softer side that provides a comfortable ride for commuting or highway cruising. 0–60-MPH Times C/D 60-mph Test: 2.6 seconds (coupe) In Comparison: The all-wheel-drive hybrid Chevy Corvette E-Ray reaches 60 mph in 2.5 seconds, while the Corvette Z06 matches the Artura coupe's time. View Photos McLaren Range, Charging, and Battery Life EPA EV Range: 11 miles Interestingly, McLaren states an owner "can expect" up to 21 miles of EV-only range, but the EPA states 11 miles of all-electric operation. Fuel Economy and Real-World MPGe EPA City Rating: 17 mpg 17 mpg EPA Highway Rating: 21 mpg The EPA hasn't released any fuel-economy information for the 2026 Artura yet, but previously, the coupe model has earned ratings of 18 mpg combined when running on gas alone and 39 MPGe when using electricity and gas. MPGe stands for miles per gallon of gas equivalent, an EPA metric that estimates PHEV and EV vehicle fuel efficiency. For more information about the Artura's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo First Row: Inside, the Artura demonstrates McLaren's function-before-fashion approach. However, the cabin is dressed up with snazzy materials, such as leather and microsuede. There's also less visible carbon fiber than other McLaren models. Still, the company is known for its minimalist cabin designs that limit the presence of physical switchgear, and the Artura is no exception. It comes standard with power-adjustable seats and has excellent outward visibility to help drivers place the car precisely on the road or the racetrack. There is no rear seat in either Artura model. Cargo Capacity: While it's not as capacious as the McLaren GT, the Artura boasts 6 cubic feet of luggage space in the front trunk. View Photos McLaren Infotainment and Connectivity Infotainment: 8.0-inch touchscreen 8.0-inch touchscreen Connectivity: Bluetooth, Apple CarPlay Bluetooth, Apple CarPlay Audio System: 5-speaker stereo (standard), 12 or 13-speaker Bowers & Wilkins stereo (optional) Although the infotainment system in a McLaren is typically an afterthought for shoppers, the Artura boasts a prominent 8.0-inch vertically oriented touchscreen with customary features. This includes Bluetooth connectivity, standard Apple CarPlay, built-in navigation, SiriusXM satellite radio; wireless charging is an option. Those who want to keep their car as light as possible will prefer the standard five-speaker setup, while others might want to upgrade to the available Bowers & Wilkins 12-speaker surround sound audio system, which comes as part of the Technology Pack; the Spider gets an additional speaker to optimize sound reproduction for open-roof motoring. Safety and Driver-Assistance Features Despite its supercar status, the Artura is actually available with several driver-assistance technologies—a rarity in this segment. However, its limited production and exotic nature mean it won't be crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). Standard Safety Features: Lane-departure warning, road-sign recognition Lane-departure warning, road-sign recognition Optional Safety Features: Blind-spot monitoring, cross-traffic detection Warranty and Maintenance Coverage McLaren's limited and powertrain warranties cover five years and unlimited miles. In addition, the automaker offers a three-year complimentary maintenance plan. Limited Warranty: five years and unlimited miles five years and unlimited miles Powertrain Warranty: five years and unlimited miles five years and unlimited miles Complimentary Maintenance: three years C/D Test Results and Specs We test every vehicle we can. Data in the chart below may be for a different model year if the model remained unchanged from when we last tested it. Specifications Specifications 2025 McLaren Artura Spider Vehicle Type: mid-engine, mid-motor, rear-wheel-drive, 2-passenger, 2-door convertible PRICE Base: $281,008 POWERTRAIN twin-turbocharged and intercooled DOHC 24-valve 3.0-liter V-6, 596 hp, 431 lb-ft + AC motor, 94 hp, 166 lb-ft (combined output: 690 hp, 531 lb-ft; 7.4-kWh lithium-ion battery pack; 3.3-kW onboard charger) Transmission: 8-speed dual-clutch automatic DIMENSIONS Wheelbase: 103.9 in Length: 178.7 in Width: 75.3 in Height: 47.0 in Trunk Volume: 6 ft3 Curb Weight (C/D est): 3600 lb PERFORMANCE (C/D EST) 60 mph: 2.6 sec 100 mph: 5.5 sec 1/4-Mile: 10.3 sec Top Speed: 205 mph EPA FUEL ECONOMY (C/D EST) Combined/City/Highway: 19/18/22 mpg Combined Gasoline + Electricity: 45 MPGe EV Range: 11 mi More Features and Specs
Stuff.tv
27-07-2025
- Automotive
- Stuff.tv
The Porsche 911 GTS taught me hybrids can be a riot when they want to be
Stuff Verdict Keeps the 911 in the conversation without adding a plug socket. The GTS T-Hybrid is a confident first step towards electrification that's just as dynamic to drive as you'd expect from a Porsche Pros Astounding performance only aided by hybrid system Rides and handles superbly, as a 911 should Luxury cabin feel with plenty of tech Cons Only available with a PDK transmission Introduction Are you one of the small portion of petrolheads that refuse to put the whole 'electrification means the death of combustion' argument in the rear view mirror? Have a blast in the latest 911 GTS. Porsche's new T-Hybrid powerplant will soon change your mind. OK, so one of the world's most recognisable sports cars isn't actually ditching petrol for protons entirely just yet. Porsche's familiar flat-six engine has instead been mated with a single turbocharger – rather than the two seen on the last-gen model – that slots an electric motor between its compressor and turbine. The resulting extra horsepower reduces turbo lag by two thirds at 2000rpm, and improves fuel efficiency to boot. Another e-motor inside the PDK gearbox lends even more assistance when you really get going. Not too shabby for a 50kg kerb weight increase. The first electrified 911 can't use its 1.9kWh battery for propulsion, so you'll still need to head to the Taycan – or wait for the electric Cayman – if you want zero emissions driving. But neither have the sports car pedigree of the GTS. I spend a week with the four-wheel drive Cabriolet, which might just be the best of the bunch. How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling: subtle evolution The 911 silhouette is as distinctive as ever for this latest generation, albeit a larger one than it used to be. The 992.2 refresh added bolder styling front and rear, including LED Matrix headlights that neatly integrate the indicators, aero-optimised flaps in the front bumper, and an updated LED light bar on the back. You get a few extra black trim accents on the GTS, along with model-specific black alloys – 20in front and 21in rear – that give it a purposeful stance. Then there's the dramatic central dual-exit exhaust, influenced by Porsche's GT division. In the right colour, this car can look properly menacing. Yet it's still a 911 at heart, meaning it can be used for pretty much all your driving needs. I got an infant car seat in the front, my wife in the back seat (just), and the fold-down pushchair fit in the front boot. That officially makes it a family car, dads. Clever packaging also means the extra hybrid gubbins hasn't forced the driving position to change, so you still get the same low-slung view of the road ahead, peeking out over the iconic headlight bulges. You can have one in coupe, cabrio, or targa bodystyles; the latter is only available with four-wheel drive, while the hard- and soft-tops have rear-driven options as well. All have a PDK automatic gearbox, necessary for the hybrid system. Arguably that makes the manual transmission Carrera T more of a driver's car, though I've not driven one to confirm. The Cabriolet's roof retracts in twelve seconds, or more than enough to go tops-off at a set of traffic lights. If they do turn green, you're good to keep the button held up to 31mph. There's very little wind turbulence at 50mph, even with the wind deflector stowed. The drive: electrifying The GTS fires up like any combustion 911, the hybrid system preferring to lurk in the background until called upon by your right foot. Once it is, there's an immediacy to the powertrain that you just don't get elsewhere in the range. The turbocharger fires up almost instantly, letting the flat six put its power down with real ferocity. That's not to say the other cars are lethargic, or that we've entered EV-levels of instant acceleration; more that it makes the engine feel that bit more ready to respond to your inputs. It takes total power to a heady 534bhp, a 60 horsepower gain over the last-gen GTS, and means the Cabriolet driven here manages the 0-62mph sprint in just 3.1 seconds. That doesn't leave much legal room to reach the upper end of the rev range, where the exhaust note lets out an imposing roar even without reaching for the Sport setting. You get just the slightest electrical hum from the hybrid system, and even then you've got to really go searching for it. While the hybrid does add extra weight, on top of that gained by optioning the convertible roof, this is still a wonderfully balanced sports car. With rear-axle steering as standard and a sublimely weighted, Alcantara-trimmed steering wheel, you're given ample feedback and you feel properly connected with it as you make swift progress. The four-wheel drive system ensures stability as you attack corners, and propels you out of them with authority. The ride is firm, even in the softest damper setting, but it in no way hampers the driving experience. When called for, the more dynamic modes help you feel hunkered own on the road, giving a reassuring amount of grip but keeping some rear-end playfulness accessible if you go looking for it. The technology: preserves the lineage It would've been easy for Porsche's engineers to draw a line under the outgoing car and go all-in on tech for the 922 generation, but instead the 911 keeps one foot in the past. The 12.6in curved digital dashboard has a classic five dial view reminiscent of the 997-era car, and the Sport Chrono clock hasn't gone anywhere. Sure, I miss having to turn an analogue switch to fire up the engine; pressing a button isn't quite as engaging. But the new dash is far more practical, letting you pick and choose which vital stats get shown next to the tachometer. There are plenty of physical buttons, and while the climate controls take some learning, it all falls easily within reach. I'm not entirely sold on the centre console's high gloss finish, but materials quality is otherwise excellent. The 10.9in central infotainment system is easy to navigate and comprehensive. It's got all the goodies you'd expect, including wireless Android Auto – because while a significant portion of Porsche drivers are also iPhone owners, the firm isn't leaving anyone out. Wireless Apple CarPlay is beamed onto the digital cluster. That said, there are no plans to add the dash-transforming Apple CarPlay Ultra to this generation. Naturally the press car came fully loaded with all the toys, including a Surround View camera with active parking support (that'll be £1298, please) and adaptive cruise control (£1468). The latter doesn't include lane change assist as standard – if you want it, expect to spend an extra £739. The 12-speaker Bose surround sound system will set you back a substantial £1468, but it's a box well worth ticking. Porsche 911 GTS T-Hybrid verdict I was never in doubt the GTS would be a corker of a 911, but was still surprised at how little it strays from the established formula, despite the extra technology – and extra weight. It's a reassuring sign of what's to come. It also creates a considerable gap to the regular Carrera in terms of potency, which only adds to the driver appeal. The cabriolet wins out for me over the hard-top: it makes even short drives at pedestrian speeds an event, and doesn't entirely sacrifice rear occupant space to achieve it. That said, in coupe form the GTS can be had with a rear spoiler that looks particularly menacing. There's also the small matter of the price: the most powerful non-Turbo 911 will set you back £154,400 before options, or £168,145 as tested here. On the other hand, you're getting faster acceleration than either a McLaren GTS or Ferrari Roma, with quite a bit of change to boot. If you're in the market for a junior supercar, this looks like an excellent addition to your shortlist. Stuff Says… Score: 5/5 Keeps Porsche's iconic sports car in the conversation without adding a plug socket. The 911 GTS T-Hybrid is a confident first step towards electrification that's just as dynamic an experience as you'd expect from the badge. Pros Astounding performance only aided by hybrid system Rides and handles superbly, as a 911 should Luxury cabin feel with plenty of tech Cons Only available with a PDK transmission Porsche 911 GTS T-Hybrid technical specifications Powertrain 3.6-litre turbocharged flat six petrol engine Battery 1.9kW Power 534bhp Torque 450lb ft 0-60mph 3.1sec Top speed 194mph Fuel economy 25.7-26.4mpg Cargo volume 135 litres
New Indian Express
27-07-2025
- Science
- New Indian Express
Charting the shape of India
In an age when vast swathes of the world remained unmapped and mysterious, maps were more than navigational tools—they were instruments of power, knowledge, and ambition. In the late 18th century, as European empires scrambled to define and dominate distant lands, accurate cartography became a prized asset. It was against this backdrop that James Rennel undertook the first large-scale survey of India in 1782, producing the Map of Hindoostan through rudimentary route surveys. Rennel's efforts were merely the prologue to a far more audacious endeavour: the Great Trigonometrical Survey (GTS) of India, an epic scientific undertaking that spanned nearly a century. In their new book India in Triangles, authors Shruthi Rao and Meera Iyer chronicle this extraordinary project. Commissioned by the East India Company in 1802, the GTS was born out of imperial necessity. As the Company extended its dominion, the need to measure, classify, and control the land became ever more urgent. The GTS sought to map the entirety of the subcontinent—including the vast and forbidding Himalayas—using cutting-edge trigonometric methods that, for their time, represented the pinnacle of surveying science. 'We split the story into easily understandable chunks, provided a lot of context at every turn, so that it could be easily understood,' says Rao. 'We tried to ensure the main narrative flows like a story and provided boxes or sidebars for those who would like to learn more.'
