Latest news with #TurboS
Top Gear
a day ago
- Automotive
- Top Gear
Porsche Taycan Sport Turismo Price & Specs
Advertisement Title 0-62 kWh BHP Range (Comb.) Price 440kW 4S 105kWh 5dr Auto [5 Seat] [Revised] 3.7s 105 kWh 590 £97,570 440kW 4S 105kWh 5dr Auto [Revised] 3.7s 105 kWh 590 £97,200 320kW 105kWh 5dr RWD Auto [5 Seat] [Revised] 4.8s 105 kWh 429.1 £89,570 320kW 105kWh 5dr RWD Auto [Revised] 4.8s 105 kWh 429.1 £89,200 515kW GTS 105kWh 5dr Auto 3.3s 105 kWh 690.6 £119,200 515kW GTS 105kWh 5dr Auto [5 Seat] 3.3s 105 kWh 690.6 £119,570 700kW Turbo S 105kWh 5dr Auto 2.4s 105 kWh 938.7 £163,200 649kW Turbo 105kWh 5dr Auto 2.7s 105 kWh 870.3 £136,200 700kW Turbo S 105kWh 5dr Auto [5 Seat] 2.4s 105 kWh 938.7 £163,570 649kW Turbo 105kWh 5dr Auto [5 Seat] 2.7s 105 kWh 870.3 £136,570 You might like
Top Gear
a day ago
- Automotive
- Top Gear
Porsche Taycan Sport Turismo Review 2025
Porsche claims the designers have 'sharpened the lines'. But they appear to have done so with blunt pencils. Not much has changed there. Still a good looking car – better than the Taycan saloon we reckon – so we'll forgive and move on. Reckon it's a shame the Sport Turismo doesn't get the full house Turbo GT motors? You're wrong in the head. 2.4-to-62mph is enough for anyone. Those are the most significant, yes. Look, the motors are more powerful but rather than list them all, let's focus on the mid-range GTS. Instead of 509bhp (589 with launch control) you now get 597bhp, rising to 691. So about a hundred more. Worth having. The Turbo S now peaks at 939bhp. Despite the bigger battery and more standard kit, weight is claimed to be down across the range, if only by 15kg. About 0.7 per cent. Be warned, the updates are geeky. Battery size has increased from 93kWh to 105. Together with some nifty software tweaks and upgrades this means it charges faster (up to 320kW rather than 270, so 10-80 per cent in 18 minutes) and goes further. Up to 35 per cent further in the case of the entry level Taycan Sport Turismo and its 404-mile range. Even the hairiest Turbo S claims 375 miles. Previously, peak power figures were only available with launch control. However now there's a 'push to pass' button in the centre of the rotary drive mode controller on the steering wheel, which gives you 10 seconds of maximum attack. Provided you've had the Sport Chrono kit fitted. Is the Cross Turismo still kicking around? It is, and you can read about it here. Clicking a link too much for you? Here's a precis: it's pretty much identical to the Sport Turismo but has a higher ride height and some extra body cladding to give it more of an off-road vibe. The Cross Turismo also has a couple of small adaptations to make it ride slightly more gently – new wheel mounts and softer anti-roll bars. Back to the Sport Turismo though – a rival to the Audi RS6 and BMW M5 Touring, then? Absolutely, provided you're happy to give up your V8 soundtrack as well as your hydrocarbons. The £119,200 GTS is the most driver focused Sport Turismo (20 per cent more roll stiffness than the Taycan Turbo S. That's a thing) and priced in line with both rivals. It's a sharper handling, better riding car than both as well, manages to feel small on the road when it absolutely isn't (measuring 4,963mm long by 1,966mm wide) and has a turn of pace neither can match. But as we all know, the engine and gearbox combo is a hard one to give up. Even if you could square that away, another problem is likely to rear its head – the Sport Turismo's lack of cabin space. Is it really that small inside? Unfortunately, yes it is. While it is very useful having an 81-litre frunk if you are doing a quick shop or just need somewhere to put your cables, the premise for the Sport Turismo is to double up as a family holdall. However, the boot only measures 405 litres, extending to 1,171 with the seats folded. This puts it in line with the VW Golf (381/1237 litres).If you are assuming all the space has been put into the rear seats, you're wrong. More on all this in the Interior tab. How about the rest of the driving environment? In terms of interior functionality and design, it's thoroughly thought through and every bit as impressive to use and live with as the regular Taycan. Great cabin design, top notch quality. It is low though and for that and a couple of other reasons we'd point you at a Cross Turismo if you have practicality in mind. The plastic cladding should shirk scuffs and it has a sense of ruggedness that's more likely to play better with family life. What does the Sport Turismo cost? £1,000 more than the equivalent four-door Taycan saloon, which makes it the better choice as far as we are concerned. There are five models in the range, with prices starting from £89,200 for the entry level 435bhp model, through to £163,200 for the flagship Turbo S. The sweet spot lies more down the range than up it. You've probably read the horror stories about depreciation already. We'll cover that in the Buying tab. How does it drive? As we said, the sweet spot is low down the range. The faster ones just bring bigger, shinier numbers. Chiefly the price. The GTS is quite compelling though. The adaptive three-chamber air springs and low centre of gravity combine to create a car with immense body control and family-friendly comfort levels. Although think control rather than cushioning as the general strategy. It's crisp, smooth and quiet, just with a fraction more emphasis on steering clarity and chassis response than other Taycans. But the margins of difference between the models are slight and seem only more so when the only way to tell the powertrains apart is from the level of shove in your back.
Auto Blog
07-06-2025
- Automotive
- Auto Blog
Manhart Turns Porsche 911 Turbo S Into Hardcore Supercar
This is the 911 to have if you're in a hurry. Manhart Has Pulled Off Something Special Everyone wants a piece of Porsche's quickest 911 right now. Earlier this week, Gunther Werks released an exorbitantly priced aero kit for the 991 Turbo S, but that didn't add more power or performance to the 640-horsepower sports car. Fortunately, Manhart exists and has just revealed the TR 900 II, a 992-gen Turbo S that has been enhanced with a comprehensive performance kit. The result is a Porsche 911 with outrageous power and hardcore looks to match. Source: Manhart EV-Like Power And Torque Hybrids and EVs have long surpassed pure ICE cars in raw power and torque, but Manhart has shown what's possible without any electric assistance. Whereas the stock Turbo S produces 640 hp and 590 lb-ft of torque, the TR 900 II dials things all the way up to 922 hp and 804 lb-ft. That 922-hp figure is presumably metric horsepower, but it still works out to 909 imperial hp – far surpassing the standard Turbo S. The flat-six engine has been boosted by a Manhart Turbo performance kit, in addition to ECU remapping. A new stainless steel exhaust with valve control has also been fitted, as have race downpipes with 200-cell catalytic converters. The seven-speed dual-clutch automatic has been beefed up to cope with the extra power, but the standard carbon-ceramic brakes have been left as is, since they're already powerful and durable enough to cope with the normal Turbo S' incredible performance. Manhart makes no claims about how quick the TR 900 II is, but based on the fact that the stock Turbo S hits 60 in 2.6 seconds, we expect a time in the low two-second range; at this level, even a few tenths shaved off the normal Turbo S time would be a massive achievement. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. It Looks The Part, Too The standard 911 Turbo S is not the most impactful 911 to look at – that's a role reserved for the likes of the track-focused GT3 RS. But the TR 900 II is no ordinary 911, and it shouldn't look like one. To that end, Manhart added Concave One forged wheels measuring 21 inches in front and 22 inches at the back. The body sits 1.2 inches lower, thanks to Manhart lowering springs by H&R, giving this Porsche an even more menacing stance. A Moshammer aero kit includes a front spoiler, side skirts, and a rear diffuser. A larger carbon rear spoiler completes the look. Source: Manhart Black stripes on the body and unique wheel finishes are complemented by a Manhart steering wheel logo and Manhart-branded floor mats inside, but otherwise, the interior hasn't been changed too much. No price was provided for the TR 900 II, but expect a figure far beyond the $230,400 of the standard Turbo S. This level of power doesn't come cheap, even if using all of it may prove to be a mighty challenge in the real world. About the Author Karl Furlong View Profile
Top Gear
05-06-2025
- Automotive
- Top Gear
Here's Gunther Werks' new £46k aero kit for the 992-gen 911 Turbo S
Here's Gunther Werks' new £46k aero kit for the 992-gen 911 Turbo S Those magnesium wheels will set you back an extra £12k on top. Ouch Skip 15 photos in the image carousel and continue reading Turn on Javascript to see all the available pictures. 1 / 15 Fancy dressing up yer 992-generation Turbo S? Cali-based Porsche tuner Gunther Werks has just unveiled this shiny new carbon fibre aero suit, and it adds more presence to a car that isn't really lacking any. You'll need £46k for all eight pieces, including a front lip sporting aggressive fins, side skirts, plus a rear diffuser and redesigned wing combo. Wire an extra £12k on top, and Gunther Werks will add lightweight, forged magnesium alloys from Vorsteiner. Advertisement - Page continues below In return, the kit aims to improve downforce and airflow while maintaining a factory level of fit and finish, since these parts slot right into the OEM mounting points. The carbon used is also said to be 30 per cent stronger than the traditional stuff, since it's bonded with Autoclave technology. It's a process whereby the raw material is first cured within a temperature and pressure-controlled chamber, increasing stiffness and durability. No more performance on offer, but again, the 911 Turbo S isn't really lacking any. The 3.7-litre flat-six kicks out 642bhp, gets to 62mph in under three seconds and hits its vmax at 205mph. It's the first product to be released by Gunther Werks' new sub-brand, 'GW9', which will focus primarily on suiting and booting modern 911s. Expect to see more kits like this in due course. Advertisement - Page continues below Top Gear Newsletter Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Success Your Email*
Yahoo
03-05-2025
- Automotive
- Yahoo
Porsche Panamera Turbo E-Hybrid and Turbo S E-Hybrid
Porsche's top-of-the-line Panamera has landed in the UK in its latest, third-generation or '976' form. Lording it over a pair of other V8-powered hot Panameras (leaving the V6 and V6 PHEV models, with which we deal in our regular Panamera review, to one side), the Porsche Panamera Turbo S E-Hybrid becomes quite the potent proposition in all sorts of ways: technically, as a performance option or simply as a luxury electrified GT. And it comes at quite the price. The 493bhp pure-V8 GTS will cost you £132k before options; the 671bhp Turbo E-Hybrid £152k; and the Turbo S E-Hybrid a whisker over £175k. Our test car came to rest at an all-up £194k, even without Porsche's carbonfibre-intensive aero kit. But Porsche actually delivers quite a lot on the top-of-the-line version for those who would be ordering a fully stocked vehicle anyway, and there's fully 772bhp, 0-62mph in 2.9sec and up to 52 miles of electric-only range to tempt you. So just how generous should your budget be for the ultimate Porsche fast four-door? Read on to find out. It's a powerful advert for the Panamera that, even in range-topping form, there's a sense of moderation and refinement about the car's design. You can have the Turbo S's carbon aero kit if you must (it helped produce the downforce to deliver its record-setting Nordschleife laptime, needless to say). But leave it aside and this car passes on the visual aggression of the latest BMW M5 and what you might expect of an equivalent Mercedes-AMG or Audi RS model. Although it gets lumped in with the super-saloon set, it's well capable of rising above such easy definition and retains a richness and sense of the exotic that escapes its more prosaic rivals. The '976' Turbo and Turbo S are available only with V8 PHEV power. The electric part, in both cases, is made up of a 188bhp motor sitting upstream of the eight-speed dual-clutch automatic gearbox, which draws power from an NMC battery of just under 26kWh in capacity, carried under the loadbay floor (so PHEV Panameras have slightly less claimed boot volume than ICE ones). Electric range varies between just under and just over 50 miles. The Turbo's blown V8 adds enough oomph to make for 671bhp of peak power and 686lb ft of torque, while the Turbo S's slightly higher-strung equivalent ups the ante as far as 772bhp and 738lb ft. The difference in performance is less than half a second from 0-62mph (3.2sec versus 2.9sec). But it's also enough to make the Turbo S the first factory Porsche Panamera with a top speed beyond 200mph (it's 202mph). All Panameras are built on the Porsche-developed MSB platform, constructed of a mix of high-strength steel and aluminium. The Turbo uses two-chamber, height-adjustable air suspension and PASM adaptive damping as standard. But it's the suspension and steering technology that the Turbo can have as an option - and which the Turbo S gets as standard - that represents the Panamera's new technical tour de force. The highlight here is a special active air suspension system called Porsche Active Ride (PAR). This does away with anti-roll bars entirely. Instead, each wheel has a corresponding motor-driven hydraulic pump that builds up the necessary pressure for actuators in the air springs to harden or soften, or even to lift or lower each wheel or corner of the car independently, thus enabling all manner of dynamic magic tricks. Porsche had a static demonstrator at the Panamera's press launch in 2024 that could dance on its suspension like an American lowrider. More usefully, PAR can cancel out nearly all body roll. It can also enable 'active features' that positively lean the car into corners; and which also gently pitch it forward to counteract squat under acceleration and lean it back again under braking (the engineers describe its behaviour feeling a little like the movements of an Apache helicopter). On rough roads, it can also lift up wheels for bumps; grab them to guard against rebound thwack; and return them to terra firma under perfect control on the far side of sleeping policemen etc. The system draws its data from the steering, accelerator, brakes, accelerometers and, most importantly, sensors in the suspension itself. It doesn't use cameras to monitor the road surface, because Porcshe says they're unreliable when obscured. Given the suspension can adjust 13 times per second, it doesn't need to be proactive anyway. PAR is fairly pricey option (£7182) on the Turbo, but the Turbo S gets it as standard, and there are other technical tidbits the big-sibling model also gets thrown in that feed into its impressive ride and handling, to which we will come in due course. The Turbo's cabin is inviting and luxurious, with plenty of elegance and hints of understatedness that mirror its exterior design. There's a sense of lowness about its hip point and of cocooning intimacy about the arc of the roofline, which feel distinctly special and set it apart from most other fast four-doors. It's not like an executive saloon to sit in but succeeds in conjuring more sporting ambition and sense of occasion. The major controls are right where they ought to be, and its digital technology is integrated neatly and with just enough judicious reserve. The central touchscreen is designed neatly into the fascia rather than perched on top of it and isn't the domineering presence you find in some luxury cars. It's well laid out and usable, with conveniently located menu shortcut controls, and it's juxtaposed to proper physical heating and ventilation controls with plenty of tactile quality about them. We would prefer a slightly less small and fiddly transmission controller than the downsized one that's perched to one side of the steering column, but the car's secondary control regime is hard to fault. There are physical buttons you can use to disable the car's lane-keeping assistance and speeding alarm systems; and Porsche's familiar dial on the steering wheel boss for easy selection of the major driving modes (E-Power, Normal, Sport, Sport+). The Panamera's second row is a little less roomy and practical than in some uber-executive options, particularly if you stick with a standard two-seat rear bench, but still big enough for adult passengers to be comfortable. That long, accessible boot, meanwhile, delivers beyond your expectations on cargo space, even in the case of the PHEVs, with their reduced load-bay volume. On the move, both the Turbo's hybrid powertrain and its clever suspension have enormous potential to surprise and impress, and in a variety of different dimensions. The system is the same in both the Turbo and the Turbo S; it's simply that the V8 engine can work so much harder in the faster version, to lend a hit of speed when called upon that feels fully Herculean rather than merely huge. And yet, even in the Turbo S, that engine never imposes itself unless you want it to. In electric mode, there's enough oomph from the 188bhp motor for fairly assured, if unhurried, engine-off cruising around the national speed limit. Our Turbo S test car's trip computer promised a little under 50 miles of electric-only running on a full charge, although it needed to be kept to lesser cruising speeds to reproduce that. Even so, the motor is really well integrated into the wider power delivery; the engine starts and stops discreetly, after bigger pedal inputs that become easy to gauge even without any additional haptic pedal feedback. The V8 fire and brimstone is there when you go digging for it, though, adding plenty of soul and theatre in wilder moments. And sure enough, every bit as much buttock-clenching acceleration as you have an appetite or use for, whether you want the torque-rich, locked-in-gear, hauling-from-lower-revs variety, or the redline-bothering, maximum-sound-and-fury kind. Use Sport+ mode and the car ensures its hybrid battery remains at a healthy state of charge, so you never drag dead weight around. The Turbo S is an unrelentingly fast car when given its head, and the Turbo isn't far behind it. Both have plenty of authentic audible V8 charm, provided that you option in the sports exhaust (without it, they can sound just a little overly digitally augmented from the driver's seat). We've yet to test a Turbo or Turbo S without the PAR system fitted. With it, though, they seem to be at their very best on the road at that brisk but moderately relaxed pace that feels engaged and interesting yet still socially acceptable in 2025. It's the kind of pace, suffice it to say, that suits a fast modern luxury GT car very well indeed. The active suspension is a technical triumph for Porsche, working uncannily well on UK roads, and acting pre-emptively but discreetly to counter pitch and squat yet also lateral roll, and to bring a real sense of effortlessness to fast cross-country motoring. The secondary ride can be just coarse enough over really sharp edges and rough asphalt to remind you that you chose a Porsche, rather than a Bentley, Mercedes or Maserati, but rarely dismayingly so. Turn the suspension's active posture-adjusting off, if you prefer, with a flick of the wheel-mounted dial into Sport or Sport+ driving modes, and both Turbo and Turbo S feel more conventional in their close body control. Still amazingly taut and poised when cornering, though, with a tactile feel to the steering, a suppleness to bump absorption and a naturally fluent alacrity to turn-in all of which so often elude performance cars of this kind of size and weight. On track, meanwhile, you truly can feel how the body movements - or lack thereof - make it unlike any rival. It can take a while to acclimatise to the way the car declines to roll past the apex or dive under hard braking when you use Hybrid driving mode (the one with the most 'active' suspension management). Engaging Sport or Sport+ mode changes the system's logic so that it aims to make the Panamera as composed yet natural-feeling as possible, for intuitive performance driving and even loading of contact patches, and progressive limit handling. While this is not as dramatic, it does serve to make this 2.4-tonne car feel far lighter than it is. The weight still shows at times, especially under braking. Nevertheless, the way the Turbo enters tight turns and negotiates direction changes is impressive – if not as impressive as the way that it appears to simply flatten big crests and compressions and to apparently iron speed bumps almost pancake-flat around town. Whether you're satisfied with a fairly lightly equipped Turbo or a fully laden Turbo S, you're unlikely to be spending much less than £160,000 on your fast Panamera, which makes it a pricey proposition even by modern fast saloon standards. But there is a kind of 'millionaire maths' logic to spending big. Because it crams in so much more standard equipment than the regular Turbo (carbon-ceramic brakes, 21in centre-lock wheels, four-wheel steering, active mechanical torque vectoring and Porsche Active Ride suspension), the Turbo S isn't entirely the heart-over-head, irrational splurge purchase that you might expect. Account for the optional cost of fitting all of that to a Turbo and you will end up within a couple of thousand pounds of the Turbo S's £175k starting price anyway. And so, for those likely to lavish so much optional equipment on their Turbo anyway, it's almost as if Porsche is giving away an additional 101bhp for free. It's something of a shame that Porsche elected to drop the Panamera's old Sport Turismo estate bodystyle, of which we were fans - not least because it softened the impact of the car's slightly forced visual pastiche of a four-door 911. That is about the only way you can really criticise the design or desirability of this car, however. The Turbo and Turbo S are cars of an exceptionally broad range of dynamic ability. The Turbo S adds eye-popping performance and some show-stopping dynamic party tricks. Both have plenty of big-car usability, top-level ride comfort and luxury appeal and an enduring dash of the elegant and special mixed in with their performance. You would have to be a very demanding owner indeed of a modern performance GT to really expect more. It may be true to point out that much of the car's dynamic star quality depends on an active suspension system that's a fairly expensive option on the Turbo – something we will confirm when we get a chance to drive a car on standard air springs. As flagship derivatives go, however, the Turbo S is a singularly easy car to recommend, because it includes that system as standard, as well as all the other steering and driveline technology contributing to a level of ride and handling sophistication that lifts it well clear of its rivals for driver appeal. Porsche has also addressed the shortage of electric-only range versus key PHEV rivals and made that side of the car's character significantly more convincing. It's not often that a car as expensive as this so comprehensively justifies its price, but in 2025, the Panamera Turbo S E-Hybrid feels like £175k of luxury GT, and then some. ]]>
