In this new video, we see Elon Musk test drive the Volkswagen ID.3 in Germany. Musk landed at Braunschweig airport in his schmanzy private jet and met Volkswagen Group CEO Herbert Diess for a private test drive of the ID.3.

He only drove it around on the airstrip tarmac, which likely isn’t the most comprehensive of test drives but it’s still very interesting to see. The nature of this test drive and Musk’s purpose for meeting Diess are still unknown but it does show that Musk might be coming around on what the Germans can offer.

Of course, he could just test driving the competition and trying to see what the ID.3 is like. It is, after all, an extremely promising, inexpensive electric hatchback that could be hugely popular for many markets. However, he could have gotten his hands on one in different circumstances if he just wanted to test it.

Or just bought one to benchmark it, like so many car companies do with their competition. Either way, though, it shows that Musk is finally taking the Germans’ seriously enough to be considered major competition.

To be honest, it doesn’t seem like Musk likes the Volkswagen ID.3 all that much, unless he’s just keeping his opinions close to the chest. For instance, he damns its steering with faint praise, saying “for a non sport car, it’s pretty good”.

But why meet with VW CEO Herbert Diess, who is, for all intents and purposes, one of Musk’s biggest competitor. Is the Silicon Valley giant looking to maybe partner up with VW on some tech? Is he trying to sweet-talk some German industry giants now that a Tesla plant is in Berlin? Who knows but it’s certainly interesting.

The post Elon Musk Test Drives Volkswagen ID.3 in Germany appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

While most of Skoda’s designs are familiar for VW fans, the Czech brand does differentiate itself from its corporate overlords a bit, in terms of exterior and interior design. In doing so with its most recent electric vehicle, the Skoda Enyaq iV, it actually seems to have copied its German rival’s design a bit.

The Skoda Enyaq iV, aside from sounding like a nickname for Bigfoot, is an all-electric crossover built on VW’s new MEB architecture. It actually produces some pretty interesting specs. There are two batteries, one 62 kWh and one 82 kWh, that provide some very healthy ranges; 242 miles and 316 miles, respectively. It gets a single electric motor at the rear axle, good for either 176 horsepower or 200 horsepower, depending on which battery you get, and it will hit 60 mph in either 8.7 seconds or 6.2 seconds.

However, we’re not here to talk about specs and tech. We’re here to talk about design. That’s because the Skoda Enyaq iV has a grille that’s actually quite similar to BMW’s iconic kidney grille. Admittedly, it doesn’t always look like that. Under normal circumstances, it looks like a typical Skoda grille. However, if you opt for the illuminated grille option, that changes a bit.

With its illuminated grille, when the lights come on, the center of the grille is left dark for some inexplicable reason. When that happens it visually splits the grille in two, giving it a very BMW-esque look. Which is extremely odd coming from a car that clearly has Volkswagen Group styling. It’s not a direct copy of a BMW grille, as the center doesn’t entirely black out, but it’s enough to make passersby pause at a glance and wonder what sort of BMW it is.

To be honest, the car is actually pretty good looking. It’s got sharp lines and a sporty shape. Even with the illuminated grille, it looks quite cool. Still, it’s a bit odd to see a VW Group product with a grille that can so easily be mistaken for a BMW. Look quickly and you might think you’re looking at the upcoming BMW iNEXT. The funniest part about it is that BMW likely wishes it had a car on sale with the sort of EV range the Skoda Enyaq iV has and the 4 Series is probably jealous of the Enyaq’s grille…

The post Skoda Enyaq iV with BMW’s Iconic Kidney Grille? appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

In this modern era of electric cars, there are a lot of boastful claims, from both legacy brands and new upstarts, that are almost never met in reality. So we’re going to have to wait to see the Lucid Air actually put its money where its mouth is when it debuts on September 9. Having said that, Lucid Motors is confident that it will meet all of its lofty claims and its credentials do suggest that it can.

The Lucid Air is a monstrous electric sedan, with a maximum power output of 1,080 horsepower from two electric motors. But that’s nothing compared to the rest of its specs. Lucid Motors develops its own electric drive units in-house and they’re more advanced than any other on the market.

The ultra-efficient permanent-magnet electric motor used in the Lucid Air is combined with its own inverter, transmission and differential to create a compact drive unit that weights just 163 lbs (74 kg) and, according to Lucid, is small enough to fit into an overhead carry-on bag. Power? Lucid claims each drive unit is capable of 650 horsepower and 20,000 rpm.

It gets even better. The Lucid Air uses a 900-volt architecture, combined with what the brand calls its “Wunderbox” on-board charging unit. The charging unit is capable of charging at a variety of different voltages and is said to be capable of adding 300 miles of range in just 20 minutes when using a DC fast charger. That’s light-years ahead of its competition, if true. Lucid has also partnered with Electrify America and claims its 350kW DC fast chargers can handle that charging speed.

How much total range does the Lucid Air have? According to the California-based brand, a whopping 517 miles of range. That range isn’t EPA-tested but Lucid representatives are confident the EPA rating will match. What’s shocking about that number is that it comes from a 113 kWh battery pack, which isn’t much larger than the battery pack found in the Tesla Model S 100D Super Long Range Extra King-Sized Plus (or whatever it’s called now), yet has more than 100 miles of range.

These are extreme claims and, if true, would make the Lucid Air the most incredible EV sedan on the planet. However, it actually has the credentials to back up its claims. Lucid has been using motorsport-derived technology for its EV motors, just as brands like BMW, Porsche and Ferrari used to use back in the day. Lucid has a technology sub-division called Atieva, which has actually been designing, developing and manufacturing the battery packs for Formula E since 2018. So the brand is on the cutting edge of automotive battery technology.

As for price, nothing is announced just yet. Lucid has maintained that the entry-level car will start at $60,000, just don’t expect it to have the aforementioned specs. However, even at $150,000, the Lucid Air would dominate the industry. We can’t wit until September 9 to see what’s to come from Newark, California.

The post Lucid Air All-Electric Performance Sedan – Better than Tesla? appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

The dealership which provided the cars, New Century BMW, is now selling all of them as CPO models. Almost all of them have low miles, under 20,000 miles, and they’re all the same spec. All LAPD BMW i3 BEVs are in the Deka World trim, with the standard 19″ wheels and the older 22 kWh battery pack, despite newer models having been given bigger battery packs. So they only have about 81 miles of max range, at least when new.

If you want a used BMW i3, it might be difficult to pass up this offer. Despite the fact that they’re all base-spec cars that aren’t exactly stylish, though they do come in the desirable “Panda” color scheme. To offset the lack of choice, they are all quite cheap. All LAPD BMW i3 models can be had for under $20,000, which is a steal for a carbon fiber-tubbed BMW EV that retailed for almost $50,000 when new.

Admittedly, the BMW i3 BEV that was contracted to the LAPD is seriously outdated by now. It’s not just the battery tech that’s old but also its interior and cabin tech. It also shows just how poorly EVs age. While traditional ICE (Internal Combustion Engine) cars can actually get better with age and become more desirable, electric tech just seems dated. Still, if you’re looking for cheap, all-electric transportation, one of these BMW i3s could actually be a great idea.

Plus, they have the benefit of being greener than any new EV you can buy. For starters, the i3 was one of the most greenly-made vehicles in history, as the plant that built the carbon fiber structure was powered by wind and almost all of its materials were recycled. On top of that, these cars are old, so the manufacturing damage to the environment is already done and you’re not increasing auto manufacturing. If you want to go green, it’s hard to pass up on a used BMW i3.

Considering the prices and the mileage, these LAPD BMW i3 models could be great buys for anyone looking to get into a cheap EV or maybe even start an EV project car. Check ’em out at New Century BMW.

The post Los Angeles Police Department is Selling its Fleet of BMW i3 BEVs appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

Traditionally, Audi’s Quattro system has relied on a centrally-located Torsen differential that routes power to the front and rear axles, based on available grip. It started out as a viscous coupling diff, which would clutch-up and send power to the opposite axle of one that was spinning. So if the rear wheels were spinning too quickly, that would cause the diff to send more power to the front axle. While that’s extremely effective, and modern systems have become far more advanced, Audi’s new electric Quattro system is far faster to react and far more controllable.

“For us, the electric Quattro is the perfect combination of powerful performance and high efficiency,” says Michael Wein, Project Leader All-Wheel Drive Control Systems. “We combine the efficiency advantages of a driven axle with the traction and dynamic performance of an all-wheel drive system.”

Under normal driving circumstances, in all Audi e-tron and e-tron S models, only the rear axle is engaged, while the front axle just chills out, for efficiency purposes. However, as soon as added grip and power from the front axle is need, for either performance driving or low-traction circumstances, both axles are engaged. More than that, the exact amount of power from the front axle is used, for not only efficiency but also for precision.

It’s also far quicker than any mechanical all-wheel drive system to respond. In fact, the car’s systems can monitor wheel spin and/or traction losses, assess how much front axle traction is necessary and then engage said front axle all in under thirty milliseconds. On average, that’s four times faster than a mechanical all-wheel drive system can respond.

Admittedly, this isn’t unusual in electric cars. In fact, all electric cars use similar setups. However, Audi’s expertise in the world of performance all-wheel drive does give the brand an advantage in tuning the system. For instance, it can use a combination of driven electric axles, regenerative braking and brake-torque-vectoring to reduce understeer as much as possible, provide the most traction available and even make the car more fun and engaging to drive.

In the case of Audi e-tron S models, which boast three electric motors — two at the rear and one at the front — the system can actually vary torque between the rear axles far quicker than a traditional differential. Not only is it faster in its response but it’s also more precise, providing the exact amount of power to each rear wheels for the best possible performance.

For anyone that thinks Audi’s Quattro performance will die off as electrification becomes more prominent, it’s actually the opposite that’s true. Electrification allows Audi to actually increase its all-wheel drive performance potential and it allows Audi Sport to utilize its decades of all-wheel drive expertise in an even greater manner.

The post How Audi e-tron Utilizes Electric All-Wheel Drive appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

At the moment, a naturally-aspirated engine is just as rare as a manual gearbox. Almost every single engine on sale today has at least one turbocharger fitted to it. The reason for that is efficiency. Downsizing an engine and slapping a turbocharger on it allows automakers to keep power levels the same, while usually increasing torque, and also improving the engine’s on-paper efficiency. But the fact of the matter is that those small turbocharged engines aren’t always more efficient in the real world, typically tending to only be efficient when on boost.

In fact, naturally-aspirated engines can be made to be extremely efficient. The only problem is that it’s difficult to make a naturally-aspirated engine powerful enough to move modern, heavy cars, while still meeting efficiency and emissions regulations. That’s where electrification comes in.

Think of hybrid powertrains as lag-less turbochargers. An electric motor can add torque whenever the automaker wants, without ever having to spool up. So automakers can make hybrid powertrains with naturally-aspirated engines that are just as efficient as turbocharged engines but actually provide better power and performance because the additional power is instantaneous and more linear.

“Low-rev electric motor torque and a high-rev normally aspirated engine would fit perfectly together,” said Porsche’s head of sports cars Frank-Steffen Walliser. “It could help a normally aspirated engine to survive.”

If anyone knows how to do it, it’s Porsche. The Porsche 918 Spyder used a naturally-aspirated V8 with a hybrid setup and it was not only monstrously fast, making the McLaren P1 seem a bit lazy, but it also sounded absolutely sensational. Because of its N/A engine, there were no turbochargers to muffle or to ruin the exhaust note. It was just pure, manic V8 noise and it was glorious. But it also had the added benefit of instantaneous electric torque, helping the engine out in the lower end of its powerband.

Additionally, plug-in hybrids have all-electric range, which will increase their overall efficiency ratings. So even N/A hybrids will still be incredibly efficient, they’ll just sound better, feel more responsive and be more enjoyable to use.

Hopefully BMW hears this, gets on the phone with some Porsche people and learns about why free-breathing engines can be saved from hybridization. BMW has made some of the most incredible atmospheric engines in history so it’d be lovely to see what the brand can do if it ditched turbocharging with today’s technology and some electric motors. Let’s hope Porsche is right and the naturally-aspirated engine will live on thanks to hybrid tech.

The post Porsche Says Electrification Will Save Regular Engines appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

For those that aren’t up on their Genesis nomenclature, the G80 is the brand’s mid-size luxury sedan. A BMW 5 Series-competitor, if you will. From what we’ve heard, the Genesis G80 is a great luxury sedan and, judging from my experience with the G70, I fully believe it. So it’s very interesting to hear that Genesis is debuting its own electric version of the G80 and it’s said to be hitting the market next year.

Launching a fully-electric luxury sedan in 2021 (as a 2022 model year) when it’s only been announced in 2020 seems like extremely quick, especially compared to BMW’s glacial pace when it comes to debuting EVs. Not only will it be debuting in just a year but it’s also said to pack a maximum range of 310 miles. That’s not any more than any of the longer-range Teslas, but it’s still very good and more than anyone will ever need in normal driving.

Sure, the BMW i4 is said to have a WLTP-rated range of 373 miles (600 km) but the WLTP is extremely generous when it comes to EV mileage testing and that number will likely drop drastically under EPA testing. So expect about the same 310 miles of realistic range in the i4. However, the BMW i4 is going to be a bit smaller and sportier than the Genesis G80 EV, which will be designed more as a luxury car than a sports car.

It’s an interesting segment that the Genesis G80 EV will fit into, though. At the moment, the only real electric sedan that fits into that group is the Tesla Model S. Sure, the Porsche Taycan is similar in size but it’s so much more money and has far more performance. So the standard Model S would really be its main competition. While BMW goes smaller (i4) and Mercedes goes bigger (EQS — S-Class-sized), Genesis is splitting the difference. It will be interesting to see how that plays out.

The post Genesis G80 electric vehicle Will Come With 310 Miles of Range appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

There is also no info on the Tesla Model 3, so it’s unclear whether this is the Performance version or the standard one.

Despite having all the torque available at 0 RPM, the Tesla Model 3 gets a serious competitor in the Mustang. The GT500 is still one of the fastest Fords ever, powered by a supercharged V8 engine that’s mated to a seven-speed dual-clutch automatic transmission.

It makes 760 horsepower and 625 pound-feet of torque. It also comes with a race-inspired chassis and suspension. The GT500 carries a starting price of about $74,000. It’ll rocket you from zero to 60 mph in 3.3 seconds and tackle a quarter-mile run in under 11 seconds.

The Tesla Model 3 Performance is quite quick as well. The official 0 to 60 mph time is rated at 3.2 seconds and the quarter mile at 11.1 seconds.

Based on these numbers, these two cars seem very evenly matched, but let’s take a look at the video below.

The post Tesla Model 3 Drag Race Ford Mustang GT500 appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

Today, we’ve learned a few new things about the BMW iX. As hinted before, the final badge on the boot will say iX, instead of the iNEXT name used for the concept car. There will be three variants offered by BMW, each with a different power output and electric range.

The entry level BMW iX will deliver 230kW (308 horsepower), the middle model around 390kW (522 horsepower), while the top iX will bring 455kW (610 horsepower) to the table.

Another innovation is the BMW Natural Interaction. If you remember the concept, it showed a different way of communicating with the car, using revolutionary materials that were sensible to touch. This will apparently be introduced on the production vehicle and on other high-end BMW models.

The BMW iX be a crossover that fits between the X3 and X5 in terms of size and therefore will be offered with all-wheel drive. Apparently, that means that both models will have dual-motor setups, one for each axle. Considering the wheel sizes will go from 20″ to 22″, you can easily picture how tall this car will be.

Furthermore, the optional features that will be offered on it will be on the same level as the 5 Series, including 2-axle air suspension, soft-close doors, Bowers & Wilkins sound and so on.

U.S. customers will have to wait a bit longer for the BMW iX. Even though the global production kicks off in July 2021, the U.S. production slots will be delivered later in the year. So expect the first BMW iX units to hit U.S. soil in early 2022.

The post 2022 BMW iX iNext will come in three variants, 300 HP to 600 HP appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

Those unfazed by the new Porsche Taycan, which is basically the production guise of the Mission E, will be ones who know that this is not the first ever electric car to bear the Porsche name on it. That honor goes back over 100 years ago when the Lohner-Porsche “machine” was a thing.

This was initially an electric car, using hub-mounted electric motors, something you don’t see today unless you live on Mars, where the electric Rover does his thing. Interesting tidbit: NASA used that same tech on the only object that can be defined as a “car”, roaming outside the realms of our planet.

That car launched in 1900 was created by Ferdinand Porsche, the man who started the entire Porsche history. It was not really a usable car as it was big, extremely heavy and had only around 7 horsepower to get around. It was so heavy, the tires used to blow out so often, it made driving it or using it an amusing exercise.

That was also one of the first projects Ferdinand Porsche worked on. So you could’ve probably expected him to work on his creation a bit more, refine it, and keep making incrementally better models with each new generation, right? In the end, that is the way of doing things today in Stuttgart.

The Electric Revolution

Well, not really. Over the years, internal combustion engines took over simply because they were easier to make and run, especially once the electric starter was developed and implemented on a large scale. Therefore, every company adapted and went along with the flow. Fast forward to the 21^st century and things are starting to change, once again.

The ELECTRIC REVOLUTION, as some are calling it, seems to be here and vows to change the way we live and move. Everyone is banking big on electric cars now but it comes with a couple of challenges, especially if your cars are known to be the benchmark in the industry for handling and feeling.

The German brand is viewed by many as the epitome in those two specific areas and, once you’ve driven a 911, you understand why. The balance, the way the car molds itself to your will and the way it simply makes you feel while behind the wheel are pretty much self-explanatory.

However, as we’ve gotten used to, a lot of those feelings come from the flat-six engines mounted behind or on top of the rear axle. Furthermore, most cars Porsche makes are also light on their feet and those two defining characteristics make the prospect of an electric Porsche being just as good seem like a never-achievable illusion.

But is that really true? I set out to find out.

Meet the Taycan

The Porsche Taycan was one of the most anticipated cars to drop in 2020. From the unveiling of the concept, I was incredibly curious to see how this car handles. The reason why it made me so curious is rather easy to understand: I know how Porsches handle and wanted to see how they incorporated the instant torque of an EV into their creation.

Therefore, when the call from Porsche came, I stepped up to the plate.

Sleek And Sporty Design

One of the things I like the most about the Taycan is the design. This car looks like a Porsche from the moment you lay your eyes on. Somehow, it also tells you there’s something special about it. The front-end has those typical Porsche lines, that low-slung nose and even the trademark four LEDs in the headlights, as you see on most cars made by the German manufacturer. The air intakes on the lower part of the bumper are also functional and inspire a feeling of “good old fashion Porsches”.

Looking round the sides you’ll notice the four-door coupe style. This was called by many a “mini Panamera” and it does carry a resemblance. However, the Taycan is considerably smaller and rides on a different platform, one developed specifically electric drivetrains.

Around the back, the wide hips a la 911 are noticeable instantly as well as the sculpted rear end. There’s a beautiful LED strip going from side to side and the Porsche name is engraved in 3D letters hidden underneath a glass cover. That element reminds me of the Gallery found inside Rolls-Royce Phantom VIII.

It is also at the back where you notice that the plastic used for the rear bumper could’ve been of better quality. It feels and looks cheap and it’s definitely not worth to be on such an expensive car. The same material was used on the side sills and the front bumper, as I noticed upon a more careful examination of the car.

And yet, when you get in and see those wide hips in the rearview mirror, you don’t really care.

A High-Tech Cabin

As for the interior, everything feels like is coming from the next century. All physical buttons have been replaced by high resolution screens. The center console display allows you to adjust the AC while also displaying interesting data about the car: such as the battery state of charge.

It also incorporates buttons to open the frunk and the trunk. There are also four shortcuts at the top of the screen that allow you to enter specific menus in the car’s infotainment system.

The main display is well integrated into the dash, but it doesn’t come with the haptic feedback as is the case with the center console HVAC controls. As a matter of fact, they felt a bit odd when used because whenever you touch a certain button on that center console screen, you expect it to react a certain way.

You expect it to react to your touch, just like a phone’s screen does, but that’s not the case. You actually have to press on it, to get it to respond, just like you would on a physical button. And I can’t even begin to tell you the amount of fingerprints left behind.

On the Taycan you can also get an optional second screen fitted right in front of the passenger. It looks exactly the same as the main infotainment screen and offers the same info for the passenger. What I like the most about both of these is that they are integrated perfectly into the dash and they are not too big.

Without a doubt, the main star of the show is the instrument cluster. This too is a screen but a curved one that looks very analogue. The information is displayed inside three clusters which can be customized and everything feels like in any other Porsche.

Even the font is the same.

On the sides, you’ll find pictures of various functions, hiding touch-sensitive buttons. The old lights cluster, for example, is replaced by four touch-sensitive icons on the left side of this screen.

As for the steering wheel, what can I say other than: perfect. It’s the perfect size, perfect girth and feels great to the touch.

Inside the Taycan you’ll also notice the typical Porsche premium finishes and materials. The seats are comfortable and access is easy. The frameless doors create a spectacular effect when open while room in the back is a bit cramped. You can’t really sit a 6-ft tall driver and similarly tall passenger one behind another.

The panoramic roof offers a bit more headroom but it’s still not enough. If you’re planning on carrying smaller individuals, it might make due.

The best part of the interior though is the driving position. Even though the Taycan has its batteries in the floor, you’re still sitting very low and have a very commanding position inside this car. Visibility is good all around, including in the rearview mirror, even though the small rear window feels like it’s limiting your vision. It’s not a big deal as you get surround view cameras.

That driving position once again reminded me of the 911 and once you look in the mirror and see the wide hips right behind you, that feeling is even more present.

And then you set off.

The Driving Experience

What surprised me the most was how well knit together the call feels. If you’ve ever driven an electric car you probably noticed that most of them feel brittle, like they’re about to break any moment now. That’s because they are incredibly silent and you can hear everything: from little stones flying off from the ridges inside the tires to the wind and the suspension working every time you hit a pothole.

It’s not the case inside the Taycan, as this EV feels really well put together and sturdy.

Unlike other cars, the Taycan also comes with an electric sport sound, if you want. It’s a sound pumped through the speakers to emulate the sensation of speed. I really liked it.

That’s one of the big issues electric cars have from an enthusiast’s point of view: the lack of an aural soundtrack. Not with the Taycan, which has a nice hum to it if you activate that option, which changes the faster you go, making you feel like you’re in a spaceship.

Powering you along are two electric motors, one for the front axle and one for the back. For the Taycan 4S you can choose two different batteries: Performance Battery and Performance+ one. Depending on the one you go for, you get two different autonomy levels and two different maximum power bursts.

As standard, the Taycan 4S’ engines will deliver 482 HP and 640 Nm of torque. However, the cars can deliver up to 562 HP and 522 HP depending on the battery choice, in Overboost mode. Basically, if you go for the bigger, Performance+ battery, you also get an extra 40 HP on Overboost.

As for the energy each battery can store, the base version will offer 71 kWh while the optional Performance+ version will offer almost 84 kWh. Both those figures are net, the actual usable capacities of the batteries, excluding the buffer.

Nevertheless, the 0-62 mph sprint is the same in both cars, rated at 4 seconds flat.

Is that too slow? It never felt like it during my time with the car. The instant torque of the electric motors, coupled with the excellent chassis and extra tech made it feel like an absolute blast. The two electric motors are split between the axles. Up front you get the same electric motor as on the Taycan Turbo so only the rear motor is different, with less power.

The 2-speed gearbox is also the same so you get the same crazy acceleration in first gear and better efficiency in second gear. According to Porsche, the first gear is only used in sport mode and at lower speeds to amplify the performance, while the second one will be used more often to make the Taycan more efficient.

Does it work? I think it really does.

The Electric Driving Range

I saw an average energy consumption of 21 kWh per 100 kilometers which means the car would add up to a range of about 400 km (250 miles) considering I had the Performance+ battery (84 kWh net capacity).

Outside the city limits, at an average speed of 75 km/h (46.5 mph), the energy consumption dropped to 17.7 kWh, adding up to a range of about 475 km (295 miles). Going up on the highway, driving at the European speed limit of 130 km/h (81 mph),  energy consumption rose to 24 kWh/100 km covered. That adds up to a range of about 350 km (217 miles).

What does that tell us? Well, depending on how you’re going to exploit this car, the range should be between 200 to 300 miles. It also shows that the energy consumption from an average speed of 75 km/h (46.5 mph) to 130 km/h (81 mph) rose by about 30 percent.

That’s considerably less than I saw in other EVs, where that percentage would be over 50 percent. Therefore, that 2-speed gearbox does help out.

I think better results could be achieved though, as I performed all my tests in the Normal driving mode, with the AC on. Using the “Range” mode would’ve definitely squeezed a bit more, not to mention turning off the AC, which had the biggest impact on the range estimates the car showed.

Fastest Charging Capability In An Electric Car

Even if that range doesn’t seem like is enough, Porsche fit the Taycan with the fastest charging available on any EV today: up to 270 kW. That is, provided you can get to a charger that can deliver that sort of power. The car’s 800V electrical system allows for not only that kind of charging power to be used, but it also allowed Porsche to use extra thin cables around the car’s body, shaving some 40 kilos of weight in the process.

And when it comes to sports cars, weight is an important factor. As for the charging times, it will depend on the type of charger you’re using. Use a 270 kW one and you can go from 5% to 80% in 22 minutes.

Good luck finding one though, for they are rare right now.

Using a 11 kW AC charger should replenish the battery in about 8 hours.

The Porsche Taycan is not light, as it tips the scales at 2.1 tons but, for an EV of this size is not heavy either. Sure, compared to a 911 it seems like a huge difference, but it handles it all with incredible grace and this is where Porsche’s expertise comes to light. The Taycan can hide its weight incredibly well and it uses a lot of technology to do so.

Brilliant Chassis Work

As standard, the car comes with air suspension but on top of that you can add a host of performance-enhancing products to help out.

The Porsche Dynamic Chassis Control does its job brilliantly, this being basically an active stabilizer bar system that keeps things nice and even. Especially when you’re carrying way too much speed into a corner.

Then there’s the Porsche Torque Vectoring Plus system that directs torque to each wheel individually, depending on where the car needs it most. Add in the integral steering system and you can get a limited slip differential at the back as well, for even more performance. To keep a long list of optional features short: we had it all on our test car and the end result was mind-blowing.

It felt as if your brain was directly connected to the car’s chassis. Porsche infused so much driving enhancing technology into the Taycan that it needs a dedicated computer just to handle all the data read by the sensors on board. And that computer must run on “black magic”, or something, because it was doing incredible things for a car that was over 2.2 tons with be behind the wheel.

The body control was flawless, traction seemed limitless while the speed was eye-watering. The acceleration felt brutal but not to the point that you would get headaches from it. And if I ever used the term “like it’s on rail” ever before when reviewing a car, I must now apologize as the Taycan truly showed me the meaning of those words over the last few days.

The steering is precise and I dare say the best EPS I ever tested. It offers feedback and it’s not unnecessarily heavy. The brakes are also perfect, being covered in a Tungsten carbide surface to protect them from rust and to improve the friction between the pads and the rotors.

But as an EV, the Taycan won’t be using the pads too often, most braking being regenerative.

Even the aural feedback you get from the speakers contributes to the overall feeling of the car, letting you know how fast you’re going. I know it sounds peculiar to say, but you need that in a sportscar, to avoid having to look at the speedometer and take your eyes from the road.

Kudos to Porsche for implementing it!

Is The Taycan One Of The Best Electric Cars On The Market?

Everything feels just like it should in a Porsche and this car has recently risen to the top of my favorites’ list because of that, beating the Panamera in the process. And you can feel a bit of the bigger brother in the Taycan as well. After all, that’s how Porsche learned to make big, heavy cars drive incredibly well over the years.

Therefore, I feel obligated to say this with the utmost responsibility: the Porsche Taycan is the best sedan I ever drove. What is most impressive about this car is that, even though it’s an EV, it feels like a true Porsche.

That, for me, was the biggest surprise walking away from this car. It turns out Porsche can set benchmarks using electric motors as well and that means sportscars can now go electric.

Ipso facto, this is great news for all of us, as it’s pretty clear the future is electric.

The post 2020 Porsche Taycan 4S First Drive | Electric range And Performance appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.