Because it lacks an engine, the Porsche Taycan Turbo S is devoid of turbochargers. Through the bellows in its adaptive air suspension, it merely compresses air.
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However, don’t anticipate any dirt on upcoming products.
The Porsche Taycan, the automaker’s first all-electric vehicle, was introduced last summer. The Porsche is still a relatively new model on the market as of December 2019, when sales of the electric sedan began. Additionally, it indicates that there are not many Taycans in consumer hands. Visit Porsche’s YouTube page if you have any inquiries about the vehicle. YouTuber Alex Bangula questions Porsche specialist and Porsche Manager Production Marketing, BEV & Strategy, Andreas Becker in a new series on the channel called #AskPorsche about the new Taycan, its features, and other topics, including the name Turbo.
The Taycan doesn’t have a traditional internal combustion engine, which is no secret. That’s the whole point of the damn thing, yet Porsche nevertheless went ahead and gave the Taycan the Turbo moniker despite the fact that it doesn’t have a turbocharger. That might seem unusual, but for Porsche, the moniker Turbo means more than just the forced induction of the vehicle. Instead, the highest performance trim of a model is referred to as Turbo. Porsche feels that the Taycan’s increased power justifies the name “Turbo.”
Overview
The Porsche Taycan prioritizes driving enjoyment above all else, contrary to how sports car driving qualities are normally prioritized for electric vehicles. Porsche built a four-door vehicle with human engagement in mind rather than autonomous, soulless transportation, using battery power as an opportunity rather than an excuse. The Tesla Model S and Lucid Air comfortably outperform the Taycan’s maximum EPA-estimated range of 227 miles, but it still handles and accelerates like a Porsche should: with imperious confidence and authority. Every Taycan has a two-speed transmission, from the base model’s 402 horsepower single rear motor to the ridiculously fast 750 horsepower Turbo S, to blend epic acceleration with cruising range that exceeds expectations on the highway. The Taycan Cross and Sport Turismo, a wagon variation of this sedan, was also tested individually. The Taycan can charge at a pace of up to 270 kWh on a strong enough DC fast charger thanks to an 800-volt architecture. The characteristic Stuttgart driving experience is completed by a low-slung driving position and a 16.8-inch curved display.
Is there actually a turbo on the Porsche Taycan?
Because it lacks an engine, the Porsche Taycan Turbo S is devoid of turbochargers. Through the bellows in its adaptive air suspension, it merely compresses air.
How does the Taycan Turbo function?
The new Taycan has rear-wheel drive as standard. Its drive architecture consists of a two-speed transmission and a permanently excited synchronous motor on the back axle, same like the other variants.
Two extraordinarily effective electric motors, one on each axle of the Taycan 4S, Taycan Turbo, and Taycan Turbo S, make the vehicles all-wheel drive. The great efficiency of the permanently excited synchronous motors contributes to the drive’s range and constant power. A small drive module combines the electric motor, gearbox, and pulse-controlled inverter. Installed parallel to the axle is the rear axle module. In order to improve the volume of the luggage compartment, the pulse-controlled inverter is installed atop this in a balcony configuration. The front axle module is incorporated into the front of the vehicle in a relatively compact space because of its coaxial construction.
High-quality permanent magnets on the rotor of permanently excited synchronous motors create a magnetic field naturally. As a result, the rotor travels in synchrony with the stator’s magnetic rotating field, earning the term “permanently excited synchronous motor” for it. The frequency of the spinning field in the stator is set by a pulse-controlled inverter, which also establishes the rotor speed. The permanently excited synchronous motors are able to give the high performance that is emblematic of Porsche due to their structure, functioning, and good thermal behavior.
The Taycan’s electric motors include a unique hairpin winding system. Here, rectangular wires rather than round ones make up the stator coils. Before being put into the laminated core of the stator, the wires are bent into a shape like a hairpin, hence the term “hairpin.” A laser beam is used to join the open ends. Although the hairpin production process is intricate, it enables the wires to be packed closer together, increasing the amount of copper in the stator. The copper filling ratio is just under 70% in this case, compared to traditional winding methods’ range of 45 to 50%. For the same volume, this boosts power and torque output. The fact that a hairpin stator may be significantly more effectively cooled is another significant benefit.
The front axle’s liquid-cooled synchronous motor measures 190 mm in diameter and 160 mm in active length. On the Taycan and Taycan 4S, the synchronous motor on the rear axle is smaller than on its brothers; in this case, the electric motor is 130 mm long and has a 245 mm diameter (Taycan Turbo and Taycan Turbo S: 210 and 245 mm). Overall, compared to other electric drivetrains on the market today, the modules offer the highest power density (kW per litre of packaging space).
What distinguishes the Taycan from the Taycan Turbo?
With a turbocharged engine that produces 321 horsepower, the entry-level Taycan seeks to satisfy. The Taycan can produce 402 horsepower briefly when launch control is engaged. On the other end of the spectrum, the Taycan Turbo S produces 616 horsepower or 750 horsepower with launch control engaged.
What does the Porsche Turbo mean?
At Porsche, Turbo has always represented both the fusion of seemingly incompatible qualities and technological leadership. A Turbo bridges the gap between tradition and modernity, combines driving dynamics with efficiency, and despite all of its rarity, provides uncompromised daily utility.
Dr. Frank Walliser, Vice President Model Line 911, describes the “Turbo concept” by the criteria of those in charge of its development using the example of the new flagship of the 992 series. “A Turbo must, above all else, be distinguishable physically so that the user can actually feel the difference. As a result, there is a similarly large amount of work required to differentiate, not just in terms of design but also in terms of the chassis and the engine “Walliser argues.
Porsche has turbos, right?
Porsche made their turbo technology available to the general population after experiencing racing success. Since then, the world has changed drastically. The first vehicles, with a reported top speed of 260 km/h and about 260 horsepower in European trim, debuted in 1974.
How quickly is the Taycan Turbo?
It takes a lot of work to break a Guinness Book of World Records rule! Leh Keen, the driver of the 2021 Porsche Taycan Turbo S, had to start and end his run at a stop. Without any safety nets, doors that could be opened, or other means of escape, the run had to be made inside the structure. It is understandable why the record persisted for seven years. Independent adjudicators have confirmed that he was able to surpass the previous record of 86 miles per hour and accelerate the 2021 Porsche Taycan Turbo S to a speed of 102.6 miles per hour.
What kind of engine does a Taycan Turbo have?
When Porsche first revealed that the Taycan electric sports car would wear the Turbo S badge despite, you know, not actually having an exhaust-gas-driven compressor for the engine it also doesn’t have, there were more than a few nudges and snickers.
After the Taycan Turbo S’s initial test, during which it (temporarily) held the record for the fastest-accelerating vehicle we’ve ever tested, we promptly forgot the joke. We’re just laughing with joy after a few thrills in the 2022 Taycan Turbo S we had at Performance Vehicle of the Year. “Absurdly rapid!” Jonny Lieberman, co-host of The InEVitable podcast, stated. It “bounces up to 120 mph in the blink of an eye, and once it’s there, it’s quite pleased.”
Not everything the Taycan Turbo S offers is pure speed. Once you sit in the driver’s seat, it’s obvious you’re in a Porsche first and an electric car second. This is a purpose-built driving machine that just so happens to be driven by electricity, not a science fair experiment that happens to move absurdly fast. “superb seats The steering wheel is really close to ideal. Excellent driving position “Mac Morrison, executive editor, commented.
From there, leverage and grip are possible. Scott Evans, the features editor, commented, “What a chassis. “It fully benefits from its naturally low center of gravity. The Taycan Turbo S moves around your hip point and is firmly grounded. It certainly handles like a Porsche.”
Because Porsche honed in its renowned taut smoothness into the electronically regulated dampers, whether you’re in Normal, Sport, or Sport+ mode, the tradeoff in ride and handling is also comfortable and familiar. Taycan Turbo S is constantly poised and prepared to go.
Even while the electric Turbo S is excellent, it is not faultless. Furthermore, the two older brothers we had at the test were superior. The Cayenne Turbo GT and 911 GT3 excelled at our performance of intended purpose criterion, so it was challenging for our judges to move a third Weissach wonderchild—especially one with a few obvious flaws—on to the finalist stage.
The most frequent complaints about the Taycan were its unnatural-feeling brakes and understeer, both of which were signs of its corpulence. With a weight of 5,129 pounds, this Porsche is by far the heaviest we’ve weighed with the Turbo S nameplate despite the clever torque vectoring.
With a car this rapid, you may utilize a front-wheel-drive driving approach, which is to reduce your speed before a bend and then accelerate out of it quickly, according to Lieberman. “The brakes, however, really struggle. And on the narrow passageways, the Turbo S experiences understeer, which is a rare occurrence among the competing vehicles. Just too much weight.”
Ask Colin Chapman; weight has long been the adversary of high-performance machinery. It’s a particularly frustrating issue for producers of electric vehicles. However, once battery technology advances and the process of making EVs lighter starts, beware.
Evans declared, “The future is bright.” The future of electric sports cars is great. Porsche will also construct them. This first-generation Taycan Turbo S sets the standard for electrified performance automobiles, just as the original 911 Turbo did for all sports cars that followed it.
How is a Porsche Turbo electric?
Electric turbochargers took a while to develop. Despite the clear advantages of a turbo that could be activated to increase pressure using a motor, up until recently, automobile electrical systems were insufficient for the job. According to CarBuzz, Porsche has submitted a patent application for a novel take on the concept as the technology advances.
The classic twin-turbo configuration, which employs two smaller turbos for speedier responsiveness, particularly at low RPM, served as the basis for the patent. Two small exhaust turbines are used independently in the Porsche idea, without any mechanical connection to a compressor. Generators are powered by the little, quick turbines instead. The intake then employs a single massive compressor that is driven by a motor. Additionally, the design incorporates a bypass valve that enables exhaust to pass by the exhaust turbines when no energy is required, improving efficiency while cruising and effectively serving as a wastegate.
This configuration makes it possible to separate the rotational speed of the compressor from that of the turbines. This basically solves the problem of turbo lag because boost may be generated at any RPM as long as electric power is available. This might be accomplished by coupling the turbines’ generator output with a power source like a battery or capacitor bank.
Due to the design, a larger, higher-flowing compressor can be used to increase efficiency without suffering from the typical drawback of slow reaction. Typically, boost doesn’t engage until a higher RPM since larger compressors take longer to spool because a larger turbine and more flow are required to get them up to speed.
Electric turbocharger designs have been in development for a while; the technology has been used in Formula 1 and is now starting to make its way to street vehicles. Electric superchargers have also been popular in the market; one application is on the inline-six powering the current Mercedes-AMG E53.
In the upcoming years, this invention might be implemented on Porsche vehicles, or it might just remain a concept. However, with automakers constantly seeking performance improvements and ever-tighter government regulations, it might be exactly the thing to finish the last few combustion-engined Porsches before the all-electric future arrives.