Fotos Porsche Taycan 4S, Turbo/S, Cross Turismo

En Noruega el Etron vende mas que el Model S y Model X juntos. Y sin supercargadores.....
Quizas no todo el mundo los necesite de manera tan necesaria como muchos piensan.

 

Es la novedad... es normal que venda mas que un Tesla que se puso a la venta en 2013... ademas de SUV... que es la moda

Imagina que desaparecen las gasolineras... y tienes que rellenar el deposito en casa con bidones de gasolina...

 

Como habían dicho, Mark Webber en Goodwood

 

Si ya puse hace un año que están preparando red de supercargadores de 800 voltios que cargan el Taycan para 100 km en 4 minutos... y 3 años de recargas grátis


PRESS RELEASE
28 JANUARY 2019
(PCNA) today announced an agreement with Electrify America, LLC to provide the first all-electric Porsche, the Taycan, with three years of charging at Electrify America public stations across the country. This charging benefit will be included in the price of the Taycan. In addition, Porsche U.S. dealers will install their own fast-charge kiosks. Porsche will also offer home charging technology. Taken together, these three components will make up a comprehensive power network for the Taycan when it launches late this year.

Electrify America highway and metro stations, and many Porsche dealers, will offer DC fast charging at rates up to 350 kilowatts. Using 800 volt technology and the combined charging system (CCS) plug, the Taycan will be able to add more than 60 miles of range in four minutes – the fastest in today’s automotive market.

“Every Porsche is a sports car with soul, and the Taycan is soul electrified,” said Klaus Zellmer, President and CEO of PCNA. “Together, Electrify America and our Porsche dealer network will provide a national infrastructure for DC fast charging that frees future Taycan owners from range anxiety. And Porsche home charging technology will turn the customer’s garage into the equivalent of a personal gas station.”

Taycan buyers will receive three years of unlimited 30-minute charging at Electrify America locations, comprised of more than 300 highway stations in 42 states as well as more than 180 sites in 17 metro areas. Each location will have an average of five charging dispensers, with some having as many as 10.

The Electrify America highway stations will have a minimum of two 350 kW chargers per site, with additional chargers delivering up to 150kW. The highway stations will be spaced along multiple routes and no more than 120 miles from each other. Nationally, the distance between highway stations will average 70 miles. Charging dispensers at metro locations will be able to charge at speeds up to 150 kW.

The first phase of Electrify America’s nationwide ultra-fast charging network will feature 484 locations with more than 2,000 charging dispensers installed or under construction by July 1, ahead of the Taycan’s arrival in late 2019. The company’s second phase of charger installations is expected to deploy hundreds of additional charging sites beginning July 2019.

To further expand power options, all 191 U.S. Porsche dealerships will install DC fast charging. More than 120 of these dealerships will feature Porsche Turbo Charging, which is the automaker’s own DC system that delivers up to 320 kW and also uses the CCS plug. The remaining dealerships will install 50 kW fast chargers.

Together, the total investment by Porsche dealers in charging infrastructure will be about $70 million.

The first Porsche Turbo Chargers are already installed at the Porsche Experience Center (PEC) in Atlanta and more are planned for the PEC Los Angeles.

Most cars spend 95 percent of their time parked at home or at work, so new charging options for the Taycan will include a Porsche-designed home system. Details of the system and installation options will follow soon.

 

Uff, que culo más feo.

 

Es fake, se oye el motor en algunos fragmentos del vídeo!

Creo que los faros quedarán similares a los que aparecen al inicio de este post (muy finos).
En estas últimas fotos da la impresión que llevan algo de "camuflaje", o eso quiero creer.

 

Ojalá, porque no le quedan nada finos. Son bastos y feos de coj*nes xD

Pero sí, ahora que lo has dicho me he fijado más y parece que los faros traseros son camuflaje y no reales.

 

Lleva pegatinas de camuflaje en los faros delanteros y traseros, si veis las fotos en un monitor de ordenador se ve claramente

 

Ayer adelanté a uno en la autovía de la costa en Granada. Iban de pruebas y con camuflaje

 

De pruebas en el ring... con jaula, ya que habrá denominación Turbo, que saquen también un Taycan GT3

 

• base Taycan - with 80 kWh battery and RWD (two motor choices of 322 bhp or 376 bhp) priced at low $90,000.
• mid-range Taycan Carerra 4S - with 96 kWh battery and AWD (power output of 429 bhp or 483 bhp), priced at high $90,000.
• Taycan Turbo - with 96 kWh battery and AWD (over 600 bhp of power and 649 lb-ft of peak torque, 738 lb ft in the 10-second overboost window), priced at £120,000 ($149,000).
• Specs include:
  - Up to 320 miles (515 km) of range (likely WLTP)
  - two-speed transmission
  - 215 bhp/221 lb-ft on the front axle, 402 bhp/406 lb-ft on the rear axle
  - motors top speed of 16,000 rpm
  - 0-62 mph (100 km/h) in 3.2 seconds
  - 0-124 mph (200 km/h) in less than 10 seconds
  - "ten full-throttle 0-62 mph and four 0-124 mph launches without seeing a decrease in performance"
  - top speed of 162 mph (261 km/h) "without battery overheating"
  - curb weight of 2,095 kg
  - air suspension
  - regenerative braking power controlled from the steering wheel
• Taycan Turbo S - in the works, AWD with power output of 724 bhp
• Taycan GTS - in the work, lighter RWD version

 

Parece como si lo hubiesen bajado del espacio... muy peculiar...

 

La denominación Turbo es para mear y no echar gota

 

¿ Será el Taycan el primero que plante cara al Tesla S ?



https://www.carmagazine.co.uk/car-reviews/porsche/taycan-ev/

Porsche Taycan ride review: electric game-changer



► First Porsche EV
► CAR is in the passenger seat
► Sampled at Goodwood and Weissach

The 2019 Goodwood Festival of Speed saw the UK debut of the new Taycan, the first electric debut of Stuttgart's first EV – and a huge car for the brand.

Driven by Mark Webber for its first run, the Taycan zoomed by with that peculiar woosh that EVs make, and if anything looked composed – and almost sedate – from the outside. Later on in the weekend, however, we got a ride in Porsche's first EV – and found it's anything but. Just watch the video of a hillclimb in the EV.



Online editor Curtis Moldrich described the EV’s acceleration as 'relentless and seamless' thanks to the constant torque and lack of shifts – but ultimately still felt it handled like a Porsche. That was partly down to the seating position – which is the same as the 911 – and also down to the mid-corner poise and the wealth of grip the car can find on exit. The Taycan actually has a lower CoG than the 911...

Future electric cars

Even in the passenger seat it was clear the Taycan will allow you to get on the power super-early, and seemingly teleport its front-end to the next apex. Surely, then this is a car you'll be able to push, adjust and play with.

But before we rode in the Taycan at the Festival of Speed at Goodwood, our European editor Georg Kacher had already experienced the EV with Porsche’s chief engineer Stefan Weckbach – you can read his thoughts below.

Porsche Taycan ride review: No smoke, plenty of fire
Riding in an all-electric Porsche Taycan with chief engineer Stefan Weckbach is like a Marvel fantasy adventure augmented by virtual reality headset and F1 simulator. We leave Porsche’s Weissach test centre, strike out onto the road, and the very first g-force attack feels like a cocaine bomb that hits the brain before the nose.

This pre-production Taycan Turbo prototype features a beefy 96kWh lithium-ion battery weighing 650kg. It juices a 215bhp/221lb ft motor on the front axle, and a 402bhp/406lb ft powerplant at the rear. All told it’s a vast 649lb ft of peak torque, or 738lb ft in the 10-second overboost window.



In launch-control mode, it’s as though your eyeballs are being squeezed to the back of your skull. Porsche claims just over three seconds from take-off to 62mph, and to 124mph in sub-10 seconds. Acceleration is brutal enough to shred the driveline if it weren’t for the protective torque limiter, the two-speed transmission that can block first gear to prevent mechanical disintegration, and the electronic rear diff lock.

Best electric cars

The Taycan isn’t just about spectacular acceleration: it’s happy to cruise at 162mph for miles without battery heatstroke or exceeding the motors’ 16,000rpm maximum. Nor is it unduly focused on high-velocity autobahn runs. This car’s true forte – just like so many Porsches – is monstering empty secondary roads on which the low-riding two-tonner is every bit as quick as the lighter and nimbler 911 Turbo – it’s even lapped the Nordschleife in under eight minutes.



High-tech dynamic goodies are key. The complex set-up includes air suspension (except on the base car), all-wheel drive (rear-drive for the base car), rear-wheel steering on some models, 48-volt anti-roll bars, active aerodynamics, and steel brakes with serious stopping power. The pulse inverter that masterminds the torque vectoring acts five times faster than chips that govern conventional four-wheel-drive systems. Forget stability management by brake actuation: the Taycan’s black box controls everything by wheel-selective torque feed. ‘Zero loss, 100 per cent dynamic efficiency,’ grins Weckbach.

Genetically, this DNA is more closely related to the 992-generation 911 than the Panamera. In fact, the Taycan actually sports an even lower centre of gravity than its rear-engined brother, in large part because more than half a tonne of batteries are mounted low down and cooled by a liquid circuit integrated into the floorpan.

When we reach a suitably quiet stretch of road, the driver suddenly ups the pace. The stability-control warning symbol starts flashing. Sport Plus firms up the ride, adds macho steering and quickens the throttle response. And the optional sound generator adds bass to the oomph, like the subdued hum of a synthetic multi-cylinder boxer engine.

This sudden eruption of extra energy does little to disrupt the cool professionalism of the chassis. The directional stability is unerring, and there’s breathtaking grip and traction from what these days must be classed as relatively modestly-sized 275/40 ZR20 tyres. Even at speeds that – being unfamiliar with the Taycan – you might expect to be overwhelming, there is absolutely no tugging, twitching or fidgeting, almost as if we’re magnetised to an induction loop running beneath the road surface.



The chassis’ one de-merit is a lumpy ride, despite the potentially calming effect of the generous 2910mm wheelbase (shorter than a Panamera, longer than a Macan, much longer than a 911) and substantial kerbweight (estimated at just under 2100kg, which is in the Cayenne’s ball park). In so far as you can tell anything from the passenger seat, this ride leaves no doubt that the Taycan will handle like a true Porsche.

Braking is similarly impressive. All Taycans will be equipped as standard with specially-coated PSCB brakes for reduced brake dust, but you can also specify overkill carbon-ceramic stoppers. One of the biggest challenges facing the development team was blending the conventional disc-and-pad system with regenerative braking via the e-motors; plenty of other electric cars offer a compromise that seems to give too much emphasis to recharging the battery and too little to driving pleasure. But this is a Porsche, and that wouldn’t play at all well among the faithful.

Weckbach says they’ve cracked it with software that progressively dials out the e-motors as hydraulic braking kicks in. He claims nothing recuperates energy this effectively, and describes a totally progressive pedal feel.

Performance vs range
Selecting Range mode helps extend the Taycan’s mileage by about 10 per cent. Rather than enfeebling your right foot, it achieves this by scaling back the air-con and adjusting the torque vectoring, though it automatically checks out above 85mph, having twigged that you’re not fully committed to stretching the range. Unless the driver activates mild-recuperation mode by pushing a button on the steering wheel, gently lifting off the throttle prompts free-wheeling – Porsche is not interested in slowing the car down unless conditions require it, unlike rivals with one-pedal driving, where a lift off the gas results in braking.

It all seems to be working. Porsche promises a 320-mile range and we’re on course for that, having been cruising swiftly through the Weissach hinterland for over two hours now, with the battery still showing 48 per cent charge. It’s a lithium-ion unit provided by LG, with a total of 408 pouch cells packaged in 34 individual modules. Performance is said to go the distance, too.

Bernd Propfe, platform director for the Taycan, claims you can do 10 full-throttle 0-62mph and four 0-124mph sprints without a decrease in performance. Even if you choose to drive flat out for an hour or more, the Taycan is programmed to let you; it will only go into limp-home mode once the distance-to-empty reads zero. Neither should ambient temperature be an issue, with a -35ºC to 45ºC window. The Tesla P100D is quicker off the mark, but it’s this repeatability of performance, say the Porsche people, that will make the difference for committed drivers.



Porsche has done all it reasonably can to stop range anxiety being a problem. Charge anxiety might be a trickier fix. The Taycan is the first EV that can be fed with up to 250kW at an 800-volt charging point, but the infrastructure is at best patchy. Even those lucky enough to discover one of a handful of 400-volt stations – most of which can typically muster only 150kW – will have to play Grand Theft Auto for at least 40 minutes before the power pack is 80 per cent full. Imagine being number four in the queue.

Taycan charging times: room for improvement
However, with technology coming on in leaps and bounds, the Taycan’s charge times and performance are set to quickly improve. By 2021 at the latest, peak charging power is set to increase from 250 to 350kW, which should – in combination with those latest 800-volt charge points – reduce charging time to a swift 14 minutes (although, of course, you’d be appalled if you needed to spend 14 minutes filling your car with petrol). In contrast, a plug-in domestic job takes up to 30 hours. Upcoming inductive charging ability is initially restricted to a measly 11kW. Solid-state power packs will be phased in as they become available, and battery weight will come down as energy density goes up.

But let’s not get ahead of ourselves, because even for the first models, technical data are still to be taken with a pinch of salt. Taycan production has already started in an extension of the Zuffenhausen parent plant, with potential peak capacity close to 60,000 units per year, but we’ll have to wait until September’s Frankfurt show unveiling for detailed facts and figures about the car.

Porsche Taycan model range as we know it
This much we do know: the base Taycan is rear-drive only, sports a 80kWh battery and is powered by a choice of 322bhp or 376bhp motors. The next model up, which for now we believe will be badged Carrera 4S, is equipped with a 96kWh battery pack, and offers 429bhp or 483bhp. The top model – the ‘Turbo’ we’re driving – will cost perhaps £120,000. All-wheel drive and the bigger battery are standard on the more powerful two versions. An even more potent 724bhp Turbo S and a lighter rear-drive GTS are still to be signed off.



What's the Porsche Taycan interior like?
But as it stands the Taycan Turbo is indecently rapid. With my heart still in my boots, I’m grateful for every speed limit and urban area that comes our way, and these short breathers present a welcome opportunity to check out the cabin ambience. The Taycan is a four-seater with just about enough space for two adults in the back where the ‘foot garage’ – a rectangular recess in the floor made possible by bespoke shaping of the battery – helps accommodate long legs.

Up front, eye-catchers include power-operated lightweight bucket seats and the curved boomerang digital display, which harks back to early 911s. An additional rectangular monitor on the passenger side is offered at cost. The multifunction steering wheel is peppered with 10 control elements distributed across the two horizontal spokes, the conveniently positioned centre stack is loaded with haptic and visual adventures, and if the main full-width multi-content screen is not enough, extra money buys an extended head-up display. You can specify your Taycan without leather in the cabin.

Like most recently launched MMI infotainment systems, the Taycan’s needs an in-depth introduction to unlock hidden skills. The selective display puts the focus on speed, state of charge, consumption, range and, when needed, the location of the closest charge points. There’s an autopilot function that will be activated as soon as regulations permit, just like in the Audi A8 it’s borrowed from. ‘It was our goal to create reduced, user-focused, increasingly voice-based ergonomics which provide only the information you need, to reduce distraction,’ says Weckbach.



Porsche Taycan ride review: early verdict
So what is the provisional verdict from this shaken and stirred front passenger? Well, the Taycan is good looking and solid as a rock even at ludicrous speeds, a remarkable high-performance GT that can’t wait to set the seat of your pants on fire but leaves behind a virtually invisible CO2 footprint.

The car’s motions are subtly coherent and nicely fluent, following the driver’s instructions with aplomb, and the expertly tuned electronic back-up brigade acts in a subtle and sensitive fashion. The one asset that sticks in the memory more than any other dynamic virtue is the amazing tarmac-hugging flatness. For all the Taycan’s deviations from Porsche tradition, that single, crucial quality shows that the same high standards are being followed. From a brand that left behind air-cooled flat-sixes only two decades ago, the Taycan looks like a highly convincing leap to a fully electrified future.

Specs
Price when new: £120,000
On sale in the UK: 2020
Engine: Electric motors front and rear, 215bhp/221lb ft front, 402/406lb ft rear
Transmission: 2-speed auto, all-wheel drive
Performance: 3.2sec 0-62mph (est), 162mph
Weight / material: 2095kg (est)

 

Primera prueba, aguanta 30 launch control seguidos 0/200 y sigue tan pancho, no como los Tesla

 

Justamente el número de semáforos que hay del trabajo a mi casa.

Qué bien me lo voy a pasar!!

Por cierto, en el video se ve como se le van las gafas de sol hacia la nuca, por la inercia. Que digo yo, ¿se originará algún tipo de enfermedad cerebral de tanto comprimirse el cerebro con tales aceleraciones? Algo así como a los púgiles por los golpes en la cabeza...

 

Te puedes picar con un Tesla S, a partir del tercer semáforo ya no te sigue

 

Esto ... Vale para Rotonding ? O solo dragster ?

 

Curioso que los discos de freno sean lisos...

 

Son perforados, en el minuto 11:00 se ven

 

Presentación oficial el 4 de septiembre simultanea en Berlín, Canada y China, Porsche entra en una nueva era


https://newstv.porsche.com/en/
Next Live Stream


Live broadcasting of the world premiere of the brand new Porsche Taycan - soul electrified.
The first all-electric Porsche celebrates its premiere in three vibrant metropolis. Come and join Mark Webber simultaneously in China, Canada and Berlin. The event gets under way on Wednesday, 4th September, at 3pm (CET) Germany, 9pm (CST) China and 9am (UCT-4) Canada. The event will be broadcasted live and in English language at newsTV.porsche.com

 

Lo han tenido circulando 24 horas en el circuito de Nardo haciendo 3.425 km, a 42º y el asafalto a 54º, a una velocidad entre 195 y 215 km/h, solo parando para cargas rápidas y cambiar de piloto





PRESS RELEASE
19 AUGUST 2019
In 24 hours a pre-production Taycan covered a distance of exactly 3,425 kilometres right before the world premiere on September 4 as part of a test at the Nardò high-speed track in Italy.

This roughly corresponds to the distance from Nardò to Trondheim in Norway. In sizzling temperatures at the southern Italian test track, the speed was between 195 and 215 km/h. With peak temperatures of 42 degrees Celsius and a track temperature of up to 54 degrees Celsius, the Taycan proved its long-distance qualities before the launch. The test was carried out without interruptions, as the prototype Taycan merely had to pause for quick charging stops and driver changes. The team consisted of six Porsche test drivers. The quality assurance test took place as part of an endurance and hot climate test.

Stefan Weckbach, Vice President Product Line Taycan, was delighted to report that “the Taycan mastered this ambitious endurance run without any problems,” adding “the result achieved in Nardò highlights the advantages of the unique 800-volt technology and its high maturity level. Before the Taycan is launched on the market at the end of the year, we will have covered over six million test kilometres across the globe.”

The Taycan is the first fully electric production vehicle with a system voltage of 800 volts. This technology helped the 919 Hybrid win the 24 Hours of Le Mans three times in a row and is now making the leap into series production.

The 800-volt technology enables consistently high performance, reduces the charging time and decreases the weight and the packaging space of the cabling. During the endurance test drive at the Nardò Technical Center, 800-volt high-power charging stations by Porsche Engineering Group GmbH were used.

The Taycan’s sophisticated thermal management also proved itself in Nardò. Thermal management revolves around a highly efficient, intelligent system for cooling and heating the high-voltage components. This prevents potential power losses due to excessive heat generation and ensures that the optimum temperature for the most efficient charging process has been reached when the vehicle arrives at a charging station.

The new Porsche Taycan not only proves endurance. Its electric powertrain is designed in such a way that it can unleash its full power even after accelerating several times at short intervals. At the end of July a pre-series vehicle accelerated from 0 to 200 km/h no less than 26 successive times at an airfield. The average acceleration figure from the timed runs was under 10 seconds. The difference between the fastest and slowest acceleration run was 0.8 seconds.

The Nardò Technical Center has more than 20 test tracks and test facilities on an area covering over 700 hectares, counts 90 companies in the automotive sector among its customers and employs more than 150 people. Since 2012, the test site has been run by Porsche Engineering Group GmbH, a wholly owned subsidiary of Dr. Ing. h.c. F. Porsche AG, Stuttgart.

The test centre was established in 1975 with the construction of the iconic circuit and offers extensive testing options for any development phase. The high-speed circuit – the only one of its kind in the world and measuring 12.6 kilometres – was built in order to be able to test cars under extreme conditions and make development processes more efficient. The renovation of the test centre was successfully completed in mid-July. Among the improvements made was the installation of an innovative crash barrier system, which was developed by Porsche Engineering specially for high-speed testing in Nardò. Work also included the complete renovation of the 106,000 square-metre driving dynamics site.

 

Qué poquito queda para que las marcas nos digan que "lo deportivo es eléctrico".

 

Como soy por naturaleza desconfiado me he puesto a hacer unos numeros para ver si la hazania de Porsche tenia sentido. Y debo reconocer que los numeros cuadran. Veamos.

Dicen que han recorrido 3425 km en 24h con velocidades medias de 195-215. Digamos que cuando el coche estaba en marcha fueran a 200 km/h.

Eso significa que el tiempo en marcha fue de 17.125 horas y por tanto han podido destinar 6.875 horas para cargarlo. Si han empleando el estandar de 350 kW significa que pudieron cargar unos 2400 kWh brutos o asumiendo un 15% de perdidas de carga unos 2045 kWh. Si calculamos el consumo medio cada 100 km sale 60 kWh//100 km.

Un coche como el Taycan para superar las resistencias al avance a 200 km/h necesitaria unos 100-120 kW de potencia. Por tanto ese consumo de 60 kWh/100 km cuadra (si la potencia es 120kW en una hora consumiria 120 kW pero recorriria 200 km, asi que en la mitad de tiempo consumiria 60 para 100 km).

No obstante la prueba tuvo que ser de conia....porque con una bateria de 90 kWh, digamos 80 kWh netos, tuvieron que parar cada 133 km y 40 min, para cargar...y vuelta a empezar.

Con un F85 me he calzado Munich-Frankfurt del tiron con medias cercanas a 200, saliendo lleno y llegando seco con un deposito de 85 l. Con el Taycan supondria haber parado al menos 3 veces a esa velocidad.

 

Problema como comentáis autonomía. Problema grande sin duda para un coche de ése segmento.
Para todo lo demás...comparo este pepino con un serie 7 actual y la verdad que no sé si reír o llorar.
La berlina grande más bonita y eficiente del mercado cuando salga.
Me reservaré unas palomitas para una buena prueba entre este y el Tesla S.

 

La carga a 350 KW dijeron que no la iban a tener operativa hasta 2021. Por ahora cargará a menos potencia.
No se si para este record si la han habilitado a modo de prueba pero lo dudo mucho.

 

Ya dice el artículo que han utilizado un cargador rápido de 800 voltios instalado en el circuito de Nardo, utilizado por Porsche desde hace años para pruebas, y que la tecnología de 800 voltios ya la utilizó el 919 Hybrid ganador 3 veces de las 24 horas de Le Mans.

The Taycan is the first fully electric production vehicle with a system voltage of 800 volts. This technology helped the 919 Hybrid win the 24 Hours of Le Mans three times in a row and is now making the leap into series production.

The 800-volt technology enables consistently high performance, reduces the charging time and decreases the weight and the packaging space of the cabling. During the endurance test drive at the Nardò Technical Center, 800-volt high-power charging stations by Porsche Engineering Group GmbH were used.

The Nardò Technical Center has more than 20 test tracks and test facilities on an area covering over 700 hectares, counts 90 companies in the automotive sector among its customers and employs more than 150 people. Since 2012, the test site has been run by Porsche Engineering Group GmbH, a wholly owned subsidiary of Dr. Ing. h.c. F. Porsche AG, Stuttgart.

 

El salpicadero del Taycan



Your Attention, Please: This Is The Porsche Taycan EV’s Dashboard

Partially revealed in a new teaser, the dashboard layout is inspired by the latest-gen 911, code-named 992.

Drivers sit behind a steering wheel that looks almost identical to the new generation of the highly acclaimed sports car, while enjoying an infotainment system with new functions, a digital instrument cluster and other gizmos.

The main story highlighted by Porsche is the integration of Apple Music, with the Taycan becoming the first production car to get this feature. It gives subscribers access to over 50 million songs, without any ads, thousands of playlists and Beats 1 global livestream with 3-year in-car internet data. Audiophiles will be able to spec their rides with the Burmester High-End Surround Sound System with Apple Digital Masters, which promises “studio-quality sound for an unparalleled listening experience in every journey.”

“Porsche and Apple Music fit perfectly – we share common values, and the same relentless attitude to user experience, to quality engineering, to design, and to innovation”, said Member of the Executive Board for Sales and Marketing, Detlev von Platen. “Together, we bring innovative digital entertainment technologies in our high-performance sports cars, starting with our fully electric Taycan.”

The Taycan will reveal all of its secrets in a couple of weeks, on September 4. The all-wheel drive model, with two electric motors making a total system output of over 600 PS (592 hp / 441 kW), will sprint to 100 km/h (62 mph) in less than 3.5 seconds and its lhe lithium-ion battery, with a capacity of around 90 kWh, should give it a 500+ km (310 miles) range in the NEDC.

 

Que yo sepa el que usen 800 V no tiene nada que ver con que cargue a 350 kw. Ya dijeron que el sistema seria de 800v pero la carga seria de 250kw hasta 2021 que habilitasen los 350 kw.

Parecido a Tesla que empezo por 120 KW y han ido subiendo hasta 250 KW en algunos cargadores con el mismo sistema.