Denne delen lar deg se alle innlegg laget av dette medlemmet. Merk at du bare kan se innlegg gjort i områder du har tilgang til.
Vis innleggmenySitatThere's still stuff I'd change here. Most notable is the lack of 'engine' braking when you come off the accelerator. It is Porsche philosophy that, broadly speaking, one pedal should make the car go and the other should make it stop, and while you can vary the degree of off-throttle deceleration, I'd like more, even at its peak in Sport Plus.
SitatLet's for a minute forget the Taycan is electric. Just in terms of what and how it does what it does, is this a proper Porsche? In these days of Cayennes and Panameras, and based on first impressions of the prototypes I drove, unequivocally so.
If you want to enjoy driving a Porsche more than this, you need one with its engine behind the driver. And yet it's one of the most comfortable GTs I've known and without question the quietest. In the distance and directions it is able to throw the net of its abilities, it is an astonishing, even an astounding, achievement.
Is this, then, the world's first mainstream electric sports car? There I must stop you. It is sporting, for sure, and far more so than any other, but will Taycan owners set alarms and go for pre-dawn blasts – I mean whirrs – just because they can? That I doubt.
Then again, it is not that kind of car, and nor was it ever intended to be so. For now, the Taycan and its creators will have to be happy with having created the best electric car yet to go on sale, and having done so by a mile.
SitatBy default, lift off the throttle and you'll coast along – the most natural sensation for keen drivers says Porsche – because only when you touch the middle pedal does the regen begin. A dial in front of you shows the point when regen hands over to mechanical friction, pads on discs, and you have to really stomp on them to get there. That means 90 per cent of the time the feedback you're feeling from the brake pedal is synthetic, designed to mimic the resistance we're accustomed to.
SitatTo be the sportiest, best-handling EV available. And it succeeds. Porsche is pushing the idea that this is a sports car with four doors, but really it's a GT – a rapid, refined saloon with proper space for passengers and their things that just happens to run on electricity.
Hats off to them for proving, through thorough engineering, that EVs needn't be the compromise most of use assume they are. Yes, some character has been lost along the journey, but it's startling in new and interesting ways. Ways that are more likely to entice the next tech-driven generation of car buyers.
Sitat
I've been competing in Navigational road rallying for over 30 years and it's been one of my absolute most favorite pastimes. When I say Navigational rallies, often called TSD (Time, Speed, Distance) rallies in the United States, people often confuse this with Performance rallying as seen in the WRC series. Not the same thing! Navigational rallying is done on public roads and therefore competitors need to obey all of the applicable traffic laws. It isn't so much a race as it is a precision driving event. The three golden rules are: stay on the road, stay on the correct route and stay precisely on schedule.
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One of the things I was most excited about when Tesla Model 3 was announced was not only was this the first EV that fit the profile of exactly what I want in a car — a high-performance AWD sport sedan at a semi-affordable price point — but it was also the first EV that I thought might have what it takes to go toe-to-toe with the potent Subaru WRXs, Mitsubishi EVOs and Audi Quattros that are the traditional weapons of choice in this sport.
I was, of course, dying to find out if I was right. I had been a loyal Audi driver for the last 20 years, having had a 90 Quattro 20V, an A3 3.2 Quattro and both B5 and B7 generations of the A4 Quattros. Between the four of them they racked up more than a dozen podium finishes, mostly outright wins, so there's no question my expectations for the Model 3 were set pretty high.
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So how is it? In a word, SPECTACULAR — especially once you put it in Track Mode. I've never had such laser-pinpoint precise control of a car's attitude and trajectory just by modulating the accelerator.
After just a few minutes of acclimating to the one-foot style, it becomes so natural and confidence inspiring to be able to transition the car's weight back and forth with just a press or lift of your right toes. And even though Track Mode lets you drift the car in big lurid power slides it never completely stops monitoring things, if it detects the car is going to go too far it will gently intervene to clean up your line. The deftness with which it does that is amazing; it's so subtle you really need to pay attention sometimes to notice when it's stepping in.
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Right from the start, I could see there'd be no issue maintaining or surpassing the speeds I could achieve in my Quattros. And doing it all in silence adds yet another dimension which has an unexpected benefit, without the roaring drivetrain your ears pick up on all kinds of subtle little clues as to what's happening between the road and the tires and these valuable little audio inputs can often alert you to a change in surface or grip before the physical inputs from the chassis and steering do.