Porsche Taycan Turbo specs: 96 kWh battery, 600+ hp, air suspension, and repeatable peak performance

The Porsche Taycan is arguably one of the most highly-anticipated electric cars this year, and for good reason. The Taycan is Porsche’s first modern all-electric car, bred with racing DNA and technology honed in the track from hybrids like the 918 Spyder and the 919 Hybrid Evo. It is then incredibly pertinent for Porsche to ensure that the Taycan, particularly its top-tier “Turbo” variant, will not disappoint in any way. 

A recent review of a Taycan Turbo pre-production prototype suggests that the top-tier variant of Porsche’s electric car could live up to its name, and then some. During a ride-along, Car Magazine European editor Georg Kacher was able to get up close with the upcoming vehicle as it tore through the streets with Porsche’s chief engineer Stefan Weckbach. 

Equipped with a 96 kWh lithium-ion battery that weighs 650 kg (1,433 lbs), a 215 bhp/221 lb-ft powerplant on the front axle, and a 402 bhp/406 lb-ft motor at the rear, the Taycan boasts 649 lb-ft of peak torque. That’s enough to propel the car from a dead stop to 60 mph in just over 3 seconds and into 124 mph in less than 10 seconds. It’s not just acceleration, too, as the vehicle is capable of cruising at 162 mph for miles without its battery overheating. Couple that with standard air suspension and a regenerative braking system that is controlled through the steering wheel, and the Taycan becomes an EV that is made from the ground up like every other Porsche: a car that is simply fun to drive. 

A rendering of the Porsche Taycan in white. (Credit: felixtb/TaycanForums.com)

Porsche notes that the Taycan can perform ten full-throttle 0-62 mph and four 0-124 mph launches without seeing a decrease in performance. The vehicle does enter a “limp mode,” but only when the distance to empty reads zero. With a 96 kWh battery and a claimed 320 miles of range per charge, Taycan drivers would likely enjoy a lot of spirited driving before they need to recharge their vehicles. Porsche admits that the Taycan is not as quick off the line as a Tesla Model S Performance with Ludicrous Mode, but the company noted that the repeatability of peak performance would be the difference-maker. 

It is then interesting to note that the Taycan, which is designed from the ground up to be a high-performance electric car, will likely be competing mostly with the Model 3 Performance, Tesla’s track-capable electric sedan. In a way, this would be fitting as the Taycan’s 2910 mm wheelbase is closer to the Model 3’s 2,875 mm than the Model S’ 2,959 mm wheelbase. This is the same for the interior of the vehicles as well, as shown in a review of a Taycan prototype which revealed that the Porsche’s back seats are notably less spacious than a Model S

From its wide tires to its low profile and its sports car seating, the Porsche Taycan seems intent to capture the crown of the auto industry’s best track-capable EV. This would put it in direct competition with the Tesla Model 3 Performance, a vehicle that has been developing a reputation for competing and winning against the world’s best track-capable sedans like the BMW M3. As shown in Top Gear‘s test, the Model 3 Performance could do quick work of the BMW M3; but with the Taycan as a rival, Tesla’s track competitor would likely be facing a completely different animal. 

The Tesla Model 3 on the track. (Credit: Chris Harris/Twitter)

What is rather interesting is that the Model 3 Performance and the Taycan share some similarities. When the Taycan gets released later this year, for example, the vehicle will be capable of charging up to 250 kW at an 800-volt charging point. The car is compatible with 350 kW charging, but that would come by 2021 at the latest. The Model 3 Performance also charges at rates of up to 250 kW using Tesla’s Supercharger V3 network

If there is one thing that the Taycan and the Model 3 Performance share no middle ground in, it would be their price. The Taycan is a Porsche, and it is priced like one. The base Taycan will be RWD only, and it will come with an 80 kWh battery pack and a choice of 322 bhp or 376 bhp motors, as well as a low ~$90,000 starting price. The mid-range Taycan Carerra 4S, estimated to be priced in the high ~$90,000 range, will be fitted with a 96 kWh battery pack and offer 429 bhp or 483 bhp. 

The Taycan Turbo, which is also equipped with a 96 kWh battery, is expected to cost around £120,000 ($149,000. That’s almost 50% more expensive than a Tesla Model S Performance with Ludicrous Mode, which currently costs just below $100,000. An even more potent Taycan Turbo S with 724 bhp and an RWD Taycan GTS are also in the works. In comparison, the Model 3 Performance is currently priced at less than $55,000 with basic Autopilot as standard.

Porsche Taycan Turbo specs: 96 kWh battery, 600+ hp, air suspension, and repeatable peak performance


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2019 Chevrolet Corvette ZR1 first drive review: A stable genius

Turn 16 at Atlanta Motorsports Park is a test of a driver’s courage and a car’s ability to stick to the track. Though it’s only a slight right-hander, it follows the turns 13, 14, and 15 left-handers that link to create one big, high-speed arc. Turn 16 is the moment of truth when the weight shifts from the right side of the car to the left, at a speed as high as the car can handle and the driver will dare. It’s a turn made for the 2019 Chevrolet Corvette ZR1.

Stability, grip, and aerodynamics are the keys to turn 16, and the ZR1 has them all in spades. Stability and aero play together. A planted chassis keeps the car under control during that weight transition, and aerodynamic downforce pushes the car into the track. The ZR1’s low-slung ride height and high wing from the ZTK Track Performance Package conspire to create rock-steady stability. That rear wing can generate up to 950 pounds of downforce—an Arabian horse or a grand piano back there going along for the ride. An upside-down wing under the front end balances the downforce from the rear, and together their effect means the stability actually builds as speed rises.

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

The final key to making it through that turn without sliding out wide is the ZTK package’s set of Michelin Pilot Sport Cup 2 tires. The best thing next to slicks, the 285 mm front and 335 mm rear rubber sticks to the track, keeps sending the ZR1 forward instead of sideways, and hooks up for the last blast—the highest speed on the track—into turn 1.

The ZR1’s behavior in low-speed corners is just as accomplished. The manhole cover-sized carbon ceramic brakes arrest speed with authority as the car scrubs off about 100 mph to make the sharp turn 1 left-hander. Again, it’s rock steady. No wobble, no dive. Just poise.

Running in Sport mode, the steering is like Roseanne Barr: weighty and direct. It points the front wheels into the corner with conviction and the ZR1 follows willingly. That planted feel is back as the car traces the arc the steering wheel tells it to without drama. It doesn’t want to push forward and it doesn’t beg to kick the tail out, though that’s an easy proposition with 755 horsepower straining at the rear tires. A light throttle foot is advised mid-corner.

Laps captured by the car’s Performance Data Recorder show that the stability control engages on several occasions during track driving. However, in my experience, the system never cut power or intervened to bring the car back on its intended line. And that was in Sport mode. The available Track mode gives the ZR1 more rope to play with, and also firms up the steering even more.

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

Monster motor

It’s the speed and stability the ZR1 exhibited at AMP that made our editorial team choose it as the Motor Authority Best Car To Buy 2019. But I haven’t even mentioned the ZR1’s biggest drawing card yet: the LT5 supercharged 6.2-liter V-8 lurking under its carbon-fiber hood.

The LT5 uses a supercharger with 52 percent more displacement than the one shoving air down the piehole of the 650-hp Corvette Z06. It also adds port injection on top of direct injection to help it burn cleaner at low rpm and add power at high rpm. The result is 755 hp, the most ever in a Chevrolet, and 715 pound-feet of torque.

It may be an old school pushrod engine, but the LT5 is a mechanical marvel—a Mecha Godzilla living under the hood. Power comes on with a rush, builds with brute force, then digs even deeper to keep pushing the ZR1 not just into triple-digit speeds but all the way to 212 mph. The other performance figures are fit for a Ferrari, Lamborghini, or McLaren: 0-60 mph is dispatched in 2.85 seconds, 0-100 mph takes just 6.0 seconds, and the quarter mile is conquered in 10.6 seconds.

The LT5 does it all with a sound and fury signifying America. It rumbles with a subdued baritone when driven conservatively, but pin the throttle and the LT5 unleashes a thunderous wail straight out of “The Exorcist.” The power of Christ compels it.

Our test car featured the 7-speed manual transmission. Chevrolet has made concessions to the market to sell more cars by offering an 8-speed automatic and a convertible body style, but a coupe with the manual is the purest ZR1, the best on the track, and will probably hold the most resale value. The 7-speed is a joy due to its short, positive throws, firm but not heavy clutch pedal, and natural clutch engagement. Plus, it offers rev-matching that can be turned on or off via steering wheel paddles. Skilled drivers can still heel-and-toe, and the rest of us can let the car do it.

Street performer

On the street, the ZR1 carries around the equipment that makes the car go like it’s possessed, and that means it attracts attention everywhere. The ZTK package’s high rear wing screams race car. The front fascia is an open maw.

“There’s hardly any actual fascia there. So, we crammed it full of as many heat exchangers as we can,” Corvette Lead Engineer Tadge Juechter told Motor Authority. The ZR1 has four extra heat exchangers up front, which brings the total to 13.

A taller intercooler on top of the supercharger pushes the hood scoop 3 inches higher than the one on the Z06. It reminds onlookers this car is ferociously fast, and does the same for the driver, who gets a semi-obstructed view down the center of the car.

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

2019 Chevrolet Corvette ZR1

Those tires that perform so well on the track aren’t great for the street. Don’t drive the Michelin Sport Cup 2s in the rain if you want to stay on the road. They also thrum on the highway and like to follow road seams.

But the street experience is mostly uneventful. In Touring mode, the steering lightens up, the magnetic dampers absorb bumps about as well as any other Corvette, and the LT5’s engine note fades mostly into the background.

Inside, the ZR1 adds full leather trim, a carbon fiber steering wheel, sport seats, a performance data recorder, and a Bose sound system. It’s an improvement over the standard Corvette cabin, which isn’t bad to begin with, but Chevrolet doesn’t step the game up to six-figure levels.

That’s OK, though, because the rest of the car exceeds expectations for its price, even for about $130,000 with the ZTK package. The ZR1 puts up track times that half-million-dollar exotics can’t match. It may use brute force to create its power, but the 2019 Chevrolet Corvette ZR1 is a supercar at half the price, a speed demon, and a stable genius.


CX3 Tuning

The small fun packed compact SUV from Mazda is a great car, and very well equipped.

The NASP petrol engines lack torque and need a bit of extra power in our opinion, but we guess that’s why your here.

The turbo models sizzle with performance and really reward the tuner with lots more power from relatively simple mods.

We look at CX3 tuning and outline the greatest mods that work. Mazda CX3s provide a fun base for your project and with the best uprated parts you can assuredly maximize your driving experience.

The CX3 is a good car tuning project to carry out. With the right mods your CX3 can be transformed into a stunning project. Don’t waste money, do your homework and follow our unbiased guides to each performance upgrade to avoid disappointment.

Tuning tips and articles

Engine tuning Transmission tuning Care care Intake & exhaust mods Improve handling Forums

Handling/Suspension upgrades

Handling modifications are high on most peoples lists for the CX3.

We found that most CX3 factory suspension setups need tweaking, they are a little firm.

There are good aftermarket upgrade options around that soften the ride but sharpen the handling.

Adding a few degrees of toe out -0.9 to 1.5, and slight negative camber will often improve your cornering and handling.

We would go to a maximum drop of 24mm – 40 mm on most models. You risk compromising your handling if you go lower than this.

Turning our attention to the CX3s engine we need to get a bit more power out of the top end.

Spending justa little money on the best engine and handling mods could transform your car into a credible track car.

Sadly with smaller engine sizes you are wasting your time spending money on modifications, so if this applies to you get yourself an engine swap then apply the following mods.

Power mods.

These are the sports modifications are usually fitted by our members, decide how far you want to push your car before you start.

Getting the best performance mods for your planned usage of the car is vital. Stage 3 motor sport parts just won’t work well on the road difficult in stop start traffic.

Stage 1 mods: Alloy wheels, Panel air filter, Lighter flywheel, Sports exhaust, Suspension upgrade (drop 30-40mm), Remap.

Stage 2 mods: Power/Sport clutch, Fast road cam, high flow fuel injector, Ported and polished head, fuel pump upgrades.

Stage 3 mods: Adding or upgrading forced induction (turbo/supercharger), Sports gearbox, Engine balancing, Internal engine upgrades (pistons/head/valves), Competition cam.

Peak power is good on competition cars but for a drivable and fun car you need a wide power band and perhaps extending the rev range.

In this article we shall give your a good starting base to the best performance parts for your car, but we’d encourage you to spend some time on the site looking into the details of each type of performance mod.Fast road cams offer one of the biggest performance gains for your money as far as a stand alone modified modifications goes on a NASP engine.

It improves the intake and exhaust flow and pushes up the power if done right. Ideally you’d add other mods and finish up with a reflashed ECU. TorqueCars would caution you not to go with a competition cam as this upsets the engines idling and general town driving characteristics.

You will need to ensure that the engine is not starved of fuel so will need to pay attention to the fuelling.

Using higher octane fuel is another option if you find you are suffering from detonation or premature ignition on your Mazda project after fitting other parts. Uprated injectors will enable you to supply sufficient fuel to the engine.

Uprate the fuel pump to cope with the extra fuel requirements of your tuned CX3s uprated injectors.

Intake and Exhaust Tuning.

Now we move on to the intake and exhaust and ensure proper flow through the engine. Air induction kits only help to boost power if your air intake is restricted! Adding an induction kit to most standard engines will see NO POWER GAIN AT ALL. If you have heavily modified your engine and it’s need for air INCREASES DRAMATICALLY then an induction kit is the answer and will help remove this restriction.

Induction kits can work well on turbo engines and larger engines (if supplied with a suitable cold air feed or air box), generally though we’d just recommend for CX3 engines you should go with a performance panel air filter preferably made from cotton.

Do not go with the largest exhaust you can get this will slow up the exhaust flow rate – the best exhausts for power gains are usually between 1.5 to 2.5 inches. It is the shape and material more than the bore size.

Getting a professionally gas flowed head with larger valves can fully maximise your power gains.

A good triple plate fast road performance clutch will help to keep that power going where it should.

Never cut corners or think that your standard clutch to cope. The best mods we would do for your CX3 are Remapping or piggy back ecu, fast road cam and air intake and exhaustNASP engines do not achieve big power gains if you remap them, unless you have done extensive modifications.

With turbocharged engines this is another story. A remapped turbo will give phenomenal power gains and take full advantage of the strength of the block.

The most impressive power gains for NASP engines usually involve the addition of forced induction. It is often simpler to bolt on a supercharger than it is to install a turbo. It is difficult to map fuelling with a turbo as the boost builds exponentially with rpm.

Superchargers however will give a boost which is proportional to engine speed so is simpler. Adding forced induction will often require a lower compression ratio or water injection.

Alloy wheel upgrades.

As alloys are less heavy they improve performance and they will help to cool the brake disks. Pay attention to your choice of tyres (tires) for your car, a good directional tread pattern tire can really enhance your cars handling. Large CX3 alloy wheels can decrease performance. If you get big alloy wheels you will be changing your final drive ratio.

Because of this endeavour to keep the overall rolling diameter of the wheel the recommended OEM sizes. In all cases avoid going above 16 inches – the 17 are ok but you’ll prefer the response you get with the 16’s if you are totally honest.

For more information on Tuning your car please join us in our friendly forum where you can discuss CX3 options in more detail with our CX3 owners. It would also be worth reading our unbiased Mazda tuning articles to get a full grasp of the benefits and drawbacks of each modification.

Please help us improve these tips by sending us your feedback in the comments box below. We love to hear what our visitors have got up to and which mods work best for them on each model of car. Comments are used to improve the accuracy of these articles which are continually updated.

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