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  1. There are a certain type of people that are drawn to the Porsche 911 Carrera GTS. It’s the sort of car you would consider buying if you want either a 911 Turbo or a 911 GT3 but can’t commit or stretch to either, and want an equally appealing badge that has no equal. No matter how you look at it, the new Porsche 911 GTS is hard car to beat for the price and what it offers as the ideal performance variant in the road-focused 911 range. Most importantly, if you happen to get it in a manual, it’s also perhaps one of the most enjoyable of the modern-day analogue cars money can buy. Having tested and reviewed all previous generations of the 911 GTS, we had a pretty good idea what to expect and although the GTS has always been a superb package and driver’s car (specially the naturally-aspirated 991.1), our expectations with the new model were still set pretty high. We drove the new 911 GTS in rear-wheel and all-wheel drive format with a manual and dual-clutch PDK gearbox around Norwell’s racetrack and also through the twisty mountain roads of Brisbane’s Mount Nebo and Glorious and after a week with the car, we can reassure you that the 12 month or so wait list is worth it. But the decision to pick the right GTS for you is harder than you might think. How much does the Porsche 911 Carrera GTS cost? There are five variants of the GTS with the standard RWD coupe available in both the seven-speed manual or the eight-speed PDK. The all-wheel drive (4 GTS), Cabriolet and Targa models are only available as a PDK, unfortunately. 2022 Porsche 911 Carrera GTS pricing Porsche 911 GTS Coupe: $314,800Porsche 911 4 GTS Coupe: $334,000Porsche 911 GTS Cabriolet: $347,700Porsche 911 4 GTS Cabriolet: $366,900Porsche 911 4 GTS Targa: $366,900 Our primary test car was a manual rear-wheel drive GTS Coupe packed with the following options: Race-Tex interior package, with extensive items in leather, Black: $8,350 Porsche Dynamic Chassis Control (PDCC): $6,750 Interior trim package with decorative stitching in contrasting colour Porsche Exclusive Manufaktur: $6,500 Adaptive sports seats Plus (18-way, electric) with memory package: $5,910 Lifting system front axle: $5,070 Rear-axle steering $4,720 Electric slide/tilt glass sunroof: $4,720 Tinted LED Matrix main headlights incl. Porsche Dynamic Light System Plus (PDLS Plus) Porsche Exclusive Manufaktur: $4,020 Roof lining in Race-Tex: $2,440 Porsche Design Sub-second clock Porsche Exclusive Manufaktur: $2,110 Brake calipers painted in Black (high-gloss) Porsche Exclusive Manufaktur: $1,720Light design package: $1,050 Seat belts in Racing Yellow Porsche Exclusive Manufaktur: $930 Sun visors in Race-Tex Porsche Exclusive Manufaktur: $860 Vehicle key painted in exterior colour with key pouch in leather Porsche Exclusive Manufaktur: $780 Tachometer dial in Racing Yellow Porsche Exclusive Manufaktur: $720 ‘PORSCHE’ logo LED door courtesy lights Porsche Exclusive Manufaktur: $300 All up, the final price for the vehicle you see here is $371,750 before on-road costs. What is the Porsche 911 Carrera GTS like on the inside? The GTS range is best known for lots of black. From the bodywork highlights outside to the wheels, to the interior… GTS is the new black. The 922-generation 911 has by far the best interior of any that has come before. It’s a well-thought-out cabin that allows for a near-perfect driving position while also providing all the key requirements of the driver within easy reach. Jumping inside, it’s pretty easy to tell this apart from the lesser 911 models. Apart from the embroidered black GTS script on the front-seat headrests, the GTS models add inlays of brushed and black anodised aluminium on the centre console, the door panel and sill guards as well as the trim strips on the dashboard. Like other GTS models in the market today, the standard-fitment Race-Tex interior package brings further black touch points to the 911’s steering wheel rim, gear lever, centre console storage compartment lid (partially) as well as the seat inserts (front and rear), door handles and armrests. We didn’t get a chance to test the standard seats (Porsche calls them Sports Seats Plus) as our cars had the optional Adaptive Sports Seats Plus (18-way, electric) which were surprisingly supportive and comfortable both on track and for daily use. As for the infotainment system, the 911 GTS comes standard with the company’s sixth-generation Porsche Communication Management, known as PCM 6.0. It’s fast to load and use and the 10.9-inch touch screen is crystal clear. We love the seamless integration of wireless Apple CarPlay and don’t mind the BOSE sound system. The rear seats themselves are, well, useless. They are best used for kids under seven and even then, not for long drives. You can, perhaps, fit a small adult in the back if the front passenger is willing to forgo blood flow to the lower part of their legs for the journey. We found it impossible to have an adult sit behind the driver’s seat and find a safe driving position. If you want to delete the rear seats and go over the top and give your GTS that GT3 touch, you can always option up the carbon-fibre reinforced plastic (CFRP) full bucket seats that have a gorgeous carbon-weave finish. There’s 132L of luggage space at the front, which although sounds small, is actually shaped very logically with a deep rectangular shape that will easily fit couple of soft overnight bags. What’s under the bonnet? The 3.0-litre bi-turbo flat-six is the staple of the majority of the 911 range bar the GT3/RS and Turbo. It’s in its most powerful guise in the GTS, with 353kW of power and 570Nm of torque, giving it 22kW and 40Nm more than the Carrera S. It breathes through a sports exhaust as standard. It comes with the Sport Chrono Package as standard (which is unusual for Porsches going back a generation) and has a 64L fuel tank that will see it sip 98 RON fuel somewhere between 10.1L/100km (coupe RWD PDK) and 10.7L/100km for the manual. The fastest variant is the Carrera 4 GTS PDK, which will do the 0-100km/h in 3.3 seconds. The slowest is the manual rear-wheel drive that does the same run in 4.1 seconds (3.4 seconds with PDK). The all-wheel drive Cabriolet and Targa quote 3.5s (PDK), while the rear-wheel drive Cabriolet claims 3.6s (PDK). Despite being the slowest, the manual RWD GTS Coupe is the lightest at 1510kg, with AWD adding a further 50kg. Chop the roof off and the underbody strengthening will set you back another 70kg. The Targa is the heaviest at 1685kg. The difference between the PDK in the GTS and lesser models is a new oil pump with better oil pressure regulation that also takes lower-friction oils. Porsche has also uprated the dual mass flywheel over the Carrera S to deal with the higher torque output. How does the Porsche 911 Carrera GTS drive? We drove the rear-wheel drive manual and all-wheel drive GTS Coupe, with the Cabriolet and Targa models yet to arrive in Australia. The all-wheel drive Carrera 4 GTS with the eight-speed PDK is the fastest of the five variants and it definitely feels it. On track the car was chasing a GT3 being driven by a pro and it kept up with relative ease, while the manual RWD struggled a fair bit giving chase. We like the all-wheel drive, it feels more stable out of corners and is definitely quicker off the line, but we’re not sure it’s worth the extra $20,000 and since it doesn’t come in a manual, we are really drawn to the base coupe. Don’t get us wrong, the PDK gearbox is utterly faultless as usual. With 570Nm of torque on tap, the GTS moves at rapid pace – 0-100km/h in 3.3 seconds (4 GTS) is proper supercar fast – but it’s the rolling 60-100 run that feels utterly ballistic. It has so much mid-gear pull you really have to wonder why you need the Turbo? Just remember the naturally-aspirated 991.1 GTS (which we love), only had 440Nm of torque, the difference between that screaming naturally-aspirated generation and the latest turbo monster is monumental. The 992 911 GTS has only 30Nm less torque than a RWD V10 Lamborghini Huracan, and that’s saying something. So if you absolutely want a PDK, you will not be disappointed as there is no better dual-clutch gearbox in the market. But we can assure you without a shadow of a doubt, you will be disappointed that you didn’t pick the world’s second-best manual gearbox (the first being the six-speed in the 911 GT3). The manual is the highlight of the 911 GTS (and GT3). Apart from, perhaps, the AMR Aston Martin Vantage (which has a very ordinary dog-leg manual gearbox) the 911’s option of a manual is super unique in this segment and as far as driving feel goes, it’s the best in market. Compared to the previous-generation, the 992 has a shorter shift action and the gear lever is 10 millimetres shorter than before, and it feels superb in your hand. For whatever reason, we initially thought the manual wouldn’t live up to the PDK in terms of the overall experience, but it takes about 20 minutes of driving to realise you would happily sacrifice 0.7 seconds to 100km/h to shift gears yourself. After a solid week, we didn’t want to give it back. Although it has seven gears, you only need six in Australia. The last gear is definitely for the autobahn and doesn’t feel comfortable at 110km/h. The six that you will use are very well spaced out, unlike say, a GT4 which has really long ratios for its torque range. The one annoying aspect is that rev-matching only works in Sport and Sport Plus, with the GTS starting each and every time in Normal mode, which means you will be shifting the driving mode switch as part of your startup process. Gearbox aside, the steering is our second-favourite feature of the GTS. The directness and the way it communicates the feeling of the front-wheel through the wheel is as close to a GT3 as you will get on a road car. Just imagine driving an old-school lightweight sports car with insane acceleration and you can start to imagine what the GTS feels like. It’s a genuine best of both worlds (a mix of GT3 and Turbo) and it makes the best daily as well. The ride is typical Porsche, it somehow blends excellent road compliance with limited body roll. It doesn’t feel as tight or as controlled as a GT3 mid-corner but then again, it feels far more comfortable when stuck in traffic. Gearbox, steering and ride are all excellent, but something has to be wrong with the GTS, right? We thought so too, we thought, surely it wouldn’t sound good – but it does! The crackles and burble are actually really satisfying. We were surprised by how the folks in Stuttgart have managed to extract a very decent soundtrack from an engine constrained by so many emission laws. Another little feature that we liked is the front-lift system (which really shouldn’t cost $5k). It works really well and keeps the nose up until 60km/h. It also has this super neat feature of allowing you to save the location of where you asked for the nose to lift – meaning, for example, if you frequent a shop entrance that requires the nose up, it will do it automatically using GPS data. Overall, the driving dynamics of the 911 Carrera GTS – especially in manual form – somehow blend perfect daily driving characteristics with supercar performance. You would really want to have that Turbo badge for the sake of it to spend the extra $90,000. What do you get? The GTS sits above the Carrera S and below the Turbo. As such it blends features from both and plenty unique to itself. In terms of colours, flat options like Black, White, Guards Red and Racing Yellow are available while metallic finishes like Carrara White Metallic, Jet Black Metallic and others can be added for no extra cost. From the outside, the GTS is recognisable thanks to its satin black front spoiler lip, centre-lock alloy wheels, GTS script on the doors and rear and the rear lid grille slats. As is the GTS theme, the twin tailpipes of the exhaust system are painted in high-gloss black stainless steel as part of the SportDesign package, which also has its own unique satin black trims applied to both the front and rear including the tinted LED main headlights and the edging of the daytime running lights. There are 12 paint colour choices (four solid colours and eight metallic colours) available with the new 911 GTS. Standard forged alloy wheels come from the Turbo S (245/35 R20 front, 305/30 R21 rear) and are painted in satin black with central locking. They are attached to a brake system borrowed from the Turbo. The front has massive 408mm diameter discs (38mm thickness) and six-piston aluminium monobloc fixed red calipers, while the rear still comes with four-piston fixed calipers grabbing 380mm diameter discs (30mm thickness). Other standard features for the Australian GTS models include: Power steering PlusSteering wheel heatingComfort AccessSeat heating (front)Windscreen with Grey top tintAutomatically dimming interior and exterior mirrors Rain-sensing wipersElectrically-folding exterior mirrorsPark Assist including Surround ViewLane Change AssistBose Surround Sound systemDAB+ digital radioTyre fit setMetallic paint Some options we recommend include Porsche Dynamic Chassis Control (PDCC $6750), rear-axle steering ($4720) and the front axle lift function ($5070). Is the Porsche 911 Carrera GTS safe? Porsche doesn’t crash test its sports cars, which includes the entire 911 model range, so there’s no ANCAP safety rating here. Standard safety equipment includes driver and front passenger airbags, a thorax airbag built into the side bolster of each front seat. How much does the Porsche 911 Carrera GTS cost to run? The GTS has a three-year/unlimited-kilometre warranty with one-year or 15,000-kilometre service intervals. Servicing costs run from $695 to $1450 depending on requirements, which is incredibly cheap compared to the more exotic options available. CarExpert’s Take on the Porsche 911 Carrera GTS At the end of the day, any Porsche 911 Carrera is a treat. The base model has its perks, the Turbo S is a monster and everything in between is something for someone. The fact the GTS is the only turbocharged Porsche 911 you can buy with a manual makes it super attractive to the right buyer that doesn’t really want a GT3 and can’t justify the step-up to the Turbo. The PDK is also excellent, but seriously, do yourself a favour and order it with the manual gearbox and live life with a big giant smile on your face. Click the images for the full gallery MORE: Everything Porsche 911 View the full article
  2. The Lamborghini Urus super SUV is set to receive a plug-in hybrid (PHEV) powertrain, which will help it bring the fight to BMW’s upcoming electrified XM SUV. Our spy photographers have captured a prototype version of the Urus PHEV for the first time during testing. It was spied with some prototype PHEV versions of the next-generation Porsche Panamera and facelifted Cayenne. Lamborghini has previously said it’s launching its first hybrid series-production vehicle in 2023. It’s expected this will be the Urus PHEV, with the rest of the Lamborghini range to be electrified by the end of 2024. At this stage it’s unclear what will be under the bonnet of the Lamborghini Urus PHEV, but it could share its plug-in hybrid powertrain with Porsche. One option Lamborghini could draw from is the PHEV powertrain from the Cayenne Turbo S E-Hybrid. It comprises a 4.0-litre twin-turbo V8 with an electric motor and a 17.9kWh lithium-ion battery, with total system outputs of 500kW of power and 900Nm of torque. These outputs are up 13kW and 50Nm on the 4.0-litre twin-turbo V8 engine in the ‘regular’ Urus. The upcoming BMW XM, which is set to be globally revealed later in the year, is powered by a “newly-developed” V8 engine mated to an electric motor, with claimed system outputs of 480kW and 800Nm. On the design front, we’ve previously reported that there’s a facelifted version of the Urus coming in 2022. It’s unclear if this will include any exterior or interior design changes. This particular spied Urus PHEV prototype looks exactly the same on the outside as the current model with its quad exhaust tips, but it has obvious addition of a charging flap on the left-hand side rear wheel arch. There’s also a sticker on the windscreen which confirms the prototype is a plug-in hybrid. The prototype is finished in a black paint and there isn’t any camouflage on the vehicle whatsoever. In addition to this PHEV, Lamborghini is also working on a hotter version of the Urus that’ll reportedly pack more power. The upcoming hotter Urus, which could wear the Evo name, was recently spied in prototype form wearing a reworked front fascia with different side air intakes and a reworked upper grille cutout, among other minor changes. Lamborghini’s roadmap to electrification will culminate in the first all-electric Lamborghini model, which will arrive “by the second half of the decade”. The company hasn’t revealed any details about its first electric vehicle (EV), other than it’ll be a new, fourth model line for the brand. Previous rumours have indicated that this EV could be an all-electric 2+2 grand tourer which could look similar to the Estoque sedan concept from 2008, and the Asterion concept from 2014. Click an image to view the full gallery. MORE: Everything Lamborghini Urus View the full article
  3. Porsche and its partners plan to produce 100 million litres of carbon-neutral eFuels per year, in Tasmania, from 2026. HIF Global LLC, in which Porsche bought a 12.5 per cent stake earlier in 2022, says its Carbon Neutral eFuel Plant will be located around 30km south of Burnie, Tasmania, with a design inspired by a similar plant in Chile. Construction is on track to kick off in 2024, ahead of eFuel production starting in the middle of 2026. The plant is expected to produce 190 tons of eFuel per day (up to 100 million litres per year) using renewable energy, and will feature a 250MW electroliser. “Australia has exceptional renewable energy resources that can be transformed into liquid fuels and used in existing engines,” said HIF Global president and CEO Cesar Norton. “Today, we begin the first step in Tasmania to produce hydrogen from renewable energy, capture carbon dioxide from a biogenic source and produce highly competitive eFuels that will be the carbon neutral energy of tomorrow.” A pilot eFuel plant in Chile How much the plant will cost hasn’t been revealed, but HIF Australia CEO Ignacio Hernandez earlier this year told media a plant able to produce 550 million litres of synthetic fuel per year would likely require an investment around US$1 billion. Porsche and HIF currently operate a pilot eFuels plant in Chile in partnership with with Siemens Energy, AME, Enel, and a Chilean petrochemical company. Production kicked off in earnest earlier in 2022, and Porsche has plans to be producing 55 million litres per year by the end of 2024, and up to 550 million litres per annum by 2026. Porsche is investing heavily in the technology as a way to help cut CO2 emissions from internal-combustion vehicles (planes, trains, and automobiles) as the world transitions to electric power… and a way to keep the 911 alive in its current form, or something close to it. Compared to conventional fossil fuels, which have between 30 and 40 components, synthetic fuels have as few as eight. There are fewer nasties hiding in eFuel, so it’s better for engines and the environment. Porsche says it reduces emissions by around 85 per cent compared to today’s unleaded. Having used renewable energy to split water into hydrogen and oxygen through electrolysis, the eFuel plants combine the hydrogen with CO2 captured from the air to create methanol, which is then turned into engine-friendly unleaded. HIF says the plant will “use renewable energy and a process called electrolysis to produce green hydrogen”. “CO2 will be captured from a biogenic source and via a process of synthesis will combine the CO2 and hydrogen to produce eFuels. The eFuel will create a way for existing infrastructure and engines to become carbon neutral by continuously reusing and recycling the CO2.” Along with sports cars like the 911, where noise and emotion are central to the experience, Porsche says eFuels can be used to help cut carbon in remote areas or less developed markets, where the transition to electric power will be slower compared to the world’s big cities. How it will be distributed hasn’t been locked in. It’ll be used in Porsche motorsports categories, and Michael Steiner, Member of the Executive Board for Research and Development at Porsche AG, told media it could be mixed with more conventional fossil fuels at petrol station forecourts to help cut carbon emissions. Porsche is targeting a wholesale price of $US2.00 per litre once production has ramped up, but how much it’ll cost the consumer will vary based on how governments decide to tax it. Porsche used sustainable fuels to power its recent Cayman GT4 RS launch “When you compare the price of eFuels with fossilised fuels, you have to see how much tax and levies go into both types,” said Barbara Frenkel, Member of the Executive Board for Procurement at Porsche AG. “As we see more and more countries move toward sustainability, you can imagine fossil fuel becomes much more expensive with extra taxes on – especially when you regard the CO2 footprint correctly. Government could also help make eFuels more attractive,” she told media. “I think that is also a big driver, and a big supporter, for making it attractive to a variety of industries.” MORE: Why is Porsche developing synthetic fuel? MORE: Porsche could be producing eFuels in Australia by 2026 View the full article
  4. The successor to the Lamborghini Aventador will look every bit as wild as the car it’s set to replace. A car believed to be the next Aventador – we don’t know what it’ll be called yet – has been spied during testing. The wedge shape is familiar, as are some of the details hidden beneath the camouflage. Up front, the detailing is every bit as angular as you’d expect. There are hints of Sian about it, although the rear has a different look thanks to its slim LED lights. Those Aventador tail lights are, as you can probably tell, stickers. Under the skin, the next flagship Lamborghini will feature a new, naturally-aspirated V12 engine mated with a hybrid system. According to Lamborghini CEO Stephan Winkelmann, who spoke to CarExpert at the launch of the Huracan Tecnica in Italy last week, the new V12 will sound “amazing”. “For me the brand has to maintain the character today to fulfil the dream of the people. Both the fans and the customers,” he said. Outputs for the new powertrain haven’t been revealed, but Lamborghini isn’t likely to move backwards from what’s on offer in the Aventador. Its V12 powertrain makes 574kW and 720Nm in LP780-4 Ultimae guise. With all-wheel drive and an automated manual transmission, the Ultimae can complete the 0-100km/h sprint in 2.8 seconds, hit the double tonne in 8.7 seconds, and max out at 355km/h. The super capacitor setup used in the limited-run Sian has been deemed a “bridge technology” that’s unable to meet EU mandates, and therefore its 602kW hybrid V12 doesn’t necessarily foreshadow what to expect from the Aventador’s replacement. The Aventador’s replacement is expected to debut in time to go on sale globally in 2023. MORE: Everything Lamborghini Aventador MORE: Lamborghini’s new hybrid V12 to sound ‘amazing’ View the full article
  5. Lamborghini, set to release its first EV in 2028, says that designing and engineering a car without an internal combustion engine will lead it to create something completely new, and in some aspects remake the brand. The 2028 Lamborghini EV will be a Grand Tourer with 2+2 seating configuration, that will look to redefine the EV super sports car segment, and take on other high-performance EVs such as the potential Tesla Roadster and the Ferrari equivalent that will have been released by then. Speaking to CarExpert at the launch of the new Huracan Tecnica in Spain last week, the global boss of Lamborghini, Stephan Winkleman, also admitted that the move to hybridisation and EVs was purely driven by the European Union’s ever stricter emission regulations. “The legislator is the pusher on the change of all the car manufacturers, this is something we would never deny, even though our [small volume] numbers are not influencing the CO2 emissions,” Mr Winkleman told CarExpert. “But we have to be responsible and ethically responsible and therefore we are doing, and I think the first model is a good exercise for us, yes it’s a GT 2+2 but it’s also a new body style, new tech, lots of opportunities to remake Lamborghini.” Even though Europe this week gave the likes of Lamborghini and Ferrari an exemption in being able to continue production of internal combustion engines past the 2035 deadline set for the rest of the industry, there will no doubt be some markets that are unlikely to be as generous. This means the lack of a big engine at the rear or front of the new GT gives Lamborghini an opportunity to reinvent the brand for the next-generation of vehicles that will no doubt follow, with Winkleman saying that it will be “very recognisable but it should also be something completely new”. As for who will buy a Lamborghini EV? The brand believes that it must do more to attract a new-generation of customers that will have had far more exposure to EVs and are not necessarily interested in large capacity internal combustion engines but still wish to live the Lamborghini lifestyle. According to Mr Winkleman, the new model’s aim is to secure new customers as well as maintain current ones. “[The EV will attract] both new and existing customers… but our aim is to get new customers otherwise it would be jeopardising and cannibalising existing.” The yet to be named electric Lamborghini GT will be preceded by an Aventador replacement in 2023, Huracan replacement in 2024, and an all new Urus likely around 2026-27. MORE: Lamborghini nurtures combustion in EV era – CEO interview View the full article
  6. You don’t need to fly business class to experience the height of luxury travel – you need to look into a Bentley Bentayga EWB. The UK-based ultra-luxury brand’s optional ‘Airline Seat’ in the stretched Bentayga (revealed in May this year) is billed as “the most advanced seat ever fitted to a car”. The company expects half of Bentayga EWB buyers to tick the Airline Seat options box. “With initial customer uptake of 50 per cent for the Airline Seat specification, the Bentayga EWB demonstrates a new benchmark in wellbeing features, providing the most comfortable experience possible for those travelling on extraordinary journeys,” it adds. The rear seats include proactive postural adjustments, quietly adjusting contact pressure between body and seat through soft pneumatic activation zones. Bentley says the system can apply 177 individual pressure changes across six independent pressure zones. Creating small changes in seat surface contact zones means body tissues that have been under pressure gain relief, and take on blood flow. Bentley’s system thereby employs what it cryptically calls a “three-dimensional twist” to relieve pressure points. The seats are also paired to different profiles, so they can can morph to suit different customer shapes and builds. This means adjustable leg and footrests, backrest bolstering, cushion bases, and headrests. The motions are controlled by algorithms developed in collaboration with a chiropractor specialised in dealing with clients who experience discomfort on long car journeys, Bentley claims, and have been subjected to medical trials. An array of 12 silent electric motors deliver 22 ways of adjustment, joined by three intelligent pneumatic valve electronic control units. The combination of motors and valves is overseen by a master Seat Motion & Wellbeing ECU. The rear seat passenger on the passenger’s side of the car can also move the front seat forwards via a ‘VIP mode’. Finally, after a rear seat passenger selects their desired temperature from seven different levels, the auto climate seat senses passenger temperature and surface humidity with an accuracy of 0.1°C every 25 milliseconds. The system can thereby determine whether to apply heat, ventilation or both simultaneously to keep the passenger “at optimum thermal wellbeing”. After countless rumours and spied prototypes, Bentley officially revealed the stretched Bentayga Extended Wheelbase (EWB) ultra-luxury SUV in May. This new model has a 180mm longer wheelbase which translates to extra rear cabin space. There are apparently 2500 new parts in the Bentayga EWB which make up changes to the underfloor, side panels, doors and roof. The Bentayga EWB is available for order in Australia late 2022 with vehicles expected for arrival in 2023, the company said. MORE: Stretched Bentley Bentayga EWB revealed View the full article
  7. The new Lamborghini Huracan Tecnica is the best road-going V10 Lamborghini ever made. It’s the compilation of everything the brand has learnt from the original V10 Gallardo (2003) and all its derivatives, in addition to the first-iteration Huracan (2014), Huracan Evo (2019) and the most applicable bits from the track-focused Performante (2017) and STO (2021). If you ask the folks at Lamborghini, they will tell you the Tecnica is basically an STO for the road, but the reality is that its actually so much more. It’s the last of an era that will never live again. It’s the car that in decades to come, will be the one that sees out the naturally-aspirated V10 family once and for all before its twin-turbo hybrid replacement comes in. If you’re wondering why Lamborghini has released yet another version of the Huracan, given there are so many customers already waiting for delivery of their Huracan EVO and STOs, the answer lies in the understanding the Tecnica has some very unique attributes. As you can probably guess, it brings some design elements that will link it to not only the replacement for the Aventador due to be unveiled in the next six months, but also the Huracan replacement due in 2024. The Tecnica is also the missing gap between the RWD EVO and the STO (if you thought there was one). It’s a more hardcore version of the EVO but does not look or feel like a race car, so it’s a more usable daily. It’s also a lone-wolf in the internal combustion game of super-sports cars. While every one of its direct or indirect rivals – Ferrari F8/296 GTB, McLaren Artura, Mercedes-AMG GT, Aston Martin Vantage, Maserati MC20 etc. – are either turbocharged or hybrid, the large-capacity and naturally-aspirated 5.2-litre V10 in the Huracan remains a big finger to the current trend of manufacturers bowing to emissions regulations (although it’s slightly compromised in the Tecnica as you will read below). From the outside, the Tecnica is very easily identifiable as a new variant. The things you probably can’t see include the fully carbon-fibre bonnet (if you pay more, Lamborghini won’t paint it) and engine cover. The underbody is further refined with new aero deflectors. It measures a good 6.1cm longer than the EVO but remains the same height and width. The things you can see are the new front bumper featuring the Terzo Millennio’s black Ypsilon design, which brings in an air curtain for the first time in a Huracan, helping direct air for better cooling. Following it from behind, it’s fair to say it’s the most ‘supercar’ looking variant of the road-going Huracan famiglia, with a much more aggressive rear design incorporating a fixed rear wing that adds a 35 per cent improvement in rear downforce compared to the EVO and new hexagonal exhaust pipes. It rides on Damiso 20-inch diamond-cut wheels with a hexagonal design, a theme which is followed throughout the car. We flew all the way to Spain to drive the Huracan Tecnica both on track (Circuit Ricardo Tormo) and around the twisty roads surrounding Valencia. The verdict? If you have been contemplating buying a Huracan for years but have been waiting for the right variant to show up, we can tell you it’s here. The problem? If you walk in an order one today your best-case-scenario is at least 12 months until delivery, if not closer to 18 months if you are further down the queue. But let us tell you why it’s definitely worth the wait for the best of the last V10s. How much does the Lamborghini Huracan Tecnica cost? Quoting a retail price for a Lamborghini is a little dishonest. While the list price is $440,900 plus on-road costs in Australia, that does not include stamp duty which in most states will add at least another $30,000-40,000 to the price. Then you have options, more options, dealer delivery and a whole bunch of other things. Realistically, you will be paying around $550,000 for a modestly specced Huracan Tecnica once it hits the road, and likely over $600,000 if you go a little wild with the options list. What is the Lamborghini Huracan Tecnica like on the inside? The interior of the Tecnica is more of a minor improvement over the EVO, which itself was a huge step forward on the original. It still has the aeroplane cockpit feel with the starter button dramatically covered by a flickable safety switch. It’s tried and tested and still evokes an emotional feeling of elation each time one enters the cabin. The same 8.4-inch touchscreen system in the centre console is carried over and works well for wired Apple CarPlay. Although, if used for Apple or Google navigation systems, it doesn’t bring turn-by-turn prompts onto the instrument cluster display and it becomes a little annoying to have to take your eyes off the road to look. We found the standard audio system good enough for those occasions when you can’t be bothered to listen to the engine. There is the option for carbon-fibre doors and use of lighter material for the interior if you so wish to spend the extra cash. The steering wheel is nice and thick with the paddles well-placed for shifting gears yourself. We also think the seating position is relatively comfortable with the adjustable seat allowing for an average-sized adult to have good headroom with or without a helmet on. Our test cars in Spain all had the sports seats, which Australia unfortunately will not be able to get due to the ADR-85 rules that require a higher capacity seat airbag. This means all Tecnica (and STO) models coming to Australia will be fitted with the comfort seats from the EVO. This is not exactly a bad thing in the Tecnica, as said seat design is very comfortable and yet still supportive enough in a supercar, but it doesn’t have the same allure as the sport or race seats we have seen in previous models that add a sense of drama and occasion to each drive. There’s about a 100L of luggage capacity in the front, which seems small but in our experience it can easily fit an overnight bag and some other things. There’s a bit of storage behind the seats as well, but not an awful lot. How does the Lamborghini Huracan Tecnica drive? For those looking to buy a Huracan Tecnica, let me preface this with the disclosure that this author owns a Huracan Performante that gets driven often, and has had extensive experience across the entire Huracan range since launch – from the original to the Performante, EVO and STO models. In terms of driving dynamics, a rear-wheel drive Lamborghini has always been made for the purists. For those that want to have their cake and eat it too, the Huracan Tecnica is everything you’d expect from the last variant in the range. It’s refined, exceptional in its poise and purpose, and perhaps most importantly it fixes the somewhat lacklustre steering of the EVO that felt like a big step backward from the Performante. Press the start button and the V10 comes to life with a reasonable amount of fanfare, we should count ourselves lucky because cars coming to Australia do not have the unfortunate requirement of having a petrol particulate filter (PPF) fitted, which almost completely mutes the sound. There are three modes to pick from. Strada – for when you are putting along in traffic or coming home late at night and don’t necessarily want to impress your neighbours with pops and crackles. Sport – for when you want to have some serious fun, which also involves going a little bit sideways on the odd occasion. And, Corsa (Race) – which is just as useful on the road as it is on the race track. The main improvement the Tecnica has made over the RWD EVO is carrying over the extra power and torque of the STO, with its V10 pumping out 470kW (8000rpm) and 565Nm (6500rpm) all sent to the rear wheels. Thats 21kW and 5Nm up on its predecessor. Lamborghini quotes a dry weight of 1379kg (which we suspect is with all carbon options, including doors) which is about 40kg heavier than the RWD STO but still 10kg lighter than the RWD EVO (43kg lighter than AWD Evo) and 3kg lighter than the AWD Performante. In terms of acceleration, the RWD Tecnica is quoted at 3.2 seconds for the 0-100km/h dash, a 0.1 second improvement over the RWD Evo but still 0.2 slower than the STO and 0.3 slower than the Performante and EVO (AWD). What you lose with having no all-wheel drive – a couple of tenths off the 0-100 time and less out of corner grip – is arguably outweighed by the gains: a very playful supercar that constantly teases you to have a little slide here and there. For our road drive component, we originally put the Tecnica in Sport which gives the ESC some leeway as to how much it will allow you to drift before it works out you’re an idiot and brings you back in line. It’s a very controllable amount of drift though, so while it feels a little unnerving at first (especially on Valencia’s super tight mountain roads), the momentary sideways action always corrects itself with adequate counter steer and if one really wished, could be held for a bit of a show – not that we condone such things on public roads of course… We spent a good two hours going flat-chat through the windy mountain roads of Valencia, and by the end had made ourselves carsick, given the extreme speed and grip on offer. It’s an exciting experience to always try and get an exaggerated exit out of tight corners in Sport mode and let the Tecnica drift wide on open corners, but if you really want to go fast Corsa mode offers a near seamless exercise in precision driving, with the computers working out how to best apply the car’s might without losing any time. Look, in the fast switchback corners of a twisty mountain road, it’s not going to match an AWD EVO or Performante for sheer acceleration out of the tight stuff. But unless you are planning on competing in a tarmac rally – and take this from someone that owns and loves his AWD Huracan – the rear-wheel drive is definitely more enjoyable if you’re a confident driver. If you’re coming out of a twin-turbo V8 Ferrari or McLaren, you may also find ourself asking for a little bit more torque and that kick in the back of seat feel lower down the in rev-range, but the key to the Huracan’s V10 – when it comes to performance – is to keep the revs high and the gears low. We found the seven-speed dual-clutch transmission to be its usual excellent self. The shifts – up or down – are instantaneous and without hesitation. The transmission is without doubt of the best in the business and has been around long enough to show no signs of reliability issues. One of the interesting features of the Tecnica is rear-wheel steering system that tends to behave rather differently depending on what mode you are in. Essentially, the rear-wheels turn either toward the direction of travel or counter to it to give the Tecnica better turning capabilities. This works great for parking at low speeds (counter) and even better for fast sweeping corners (same direction as fronts). As always, Lamborghini’s torque vectoring and its P-TCS (Performance Traction Control System) work like magic to produce a confidence-inspiring performance car that can be a drift machine in Sport and a track-weapon in Corsa all in a matter of a few seconds. There’s one area of the Tecnica’s driving characteristics that left us slightly disappointed and that was the baffling of the sound (in all three modes) below 4000rpm. In every single Huracan we have driven so far, the sound is baffled below 4000rpm in Strada only, but as the Lamborghini folks admitted, due to new regulations the baffles now keep the sound on near mute levels across both Sport and Corsa in the Tecnica. It’s a strange situation because behind you sits a giant V10 that just wants to scream and it feels like someone has… literally, put a sock in it to please those that cannot appreciate the dying art of V10-V12 engines. We also can report there are less crackles and pops than the EVO even past the defined rev range. We are yet to confirm if this noise restriction will apply to the Australian market (we were told it would be global but remain hopeful it won’t, as we have no regulations here to force the issue). Either way, the good news is that it can indeed be removed. Either by a basic tune (e.g. VF engineering) to remove the RPM noise restriction or by physically removing the hardware component that shuts the exhaust down below the admitted revolutions. Of course, you can also just drive it hard and it will never be an issue because really, why are you ever below 4000rpm anyway? The road drive complete, we spent the afternoon doing endless laps around Ricardo Tormo racetrack, made famous globally for its use in Motor GP. By the end of the afternoon, my lap time had come down about 3.5 seconds and confidence in the Tecnica had grown substantially. At high speed it does feel a lot more stable at the rear than the EVO, but still has some way to go to feel anything like an STO on the race track – and that’s totally fine because unlike the STO, you can drive the Tecnica to the shops or a function and not look like you just came out of a Fast and Furious audition. The steering and turn-in is a huge improvement on any RWD Huracan we have ever driven before, no doubt helped by the rear-wheel steer and a completely revised steering system that now provides a heap of feedback and also is far more precise turn-in. It’s still not on par with what you might find in the STO or Ferrari’s special series cars, but its a lot better than before. On track the Tecnica is a bloody fun thing to drive. It’s not as razor sharp as the Performante or STO, but its playful character makes it very entertaining, especially if you put it in Sport and go for theatrics rather than lap times. Either way, the V10 scream from the rear is all you can ever really ask for when going flat-out to the 8500rpm redline. The Tecnica has superb carbon-ceramic brakes as well (although not the same as the STO, which are better suited to the track), which despite our best attempts by the day’s end, refused to fade. They don’t have that progressive bite you might prefer if you frequent a race track, but are still a very effective and highly engaging system. Overall, the Huracan Tecnica is a noticeable improvement over the RWD EVO and presents a very enjoyable and fun package to own and live with. Its dual personality lends itself to everyday use but will also shine with purpose on track. What’s under the bonnet? The heart of the Huracan Tecnica is, by today’s standards, an old, old engine. In the time the V10 family has been out at Lamborghini, Ferrari’s development of non-V12 engines includes the F120B (360), F136 family engine (F430, 458), F154 engine (488 and F8, SF90) and F163 (296 GTB). One could argue that the V10 has been so promising in terms of performance and reliability that Lamborghini has kept evolving it, rather than starting from scratch. Nonetheless, the current V10 came out in 2014 and is based on the second-generation (odd-firing) heart of the second-iteration of the Gallardo from 2008 – which is itself based on an Audi design, which borrowed a few things from the 5.0-litre even-firing Lambo V10 from 2003. The dry-sump 5.2-litre V10 has 12.7:1 compression ratio and pumps out a healthy 470kW of power and 565Nm of torque. It falls a little short of its twin-turbo contemporaries like the McLaren 720S and Ferrari F8, which both have 530kW and 770Nm. It’s next to impossible to make that level of torque from a naturally-aspirated engine, and you really won’t miss it at speeds up 100km/h, it’s really that 100-200km/h and beyond where the turbo monsters come to life. The seven-speed LDF dual-clutch transmission is without question, one of the best transmissions in the market. There is next to no jerkiness and everything just works, each time, every time. We can’t fault it in any real capacity. Is the Lamborghini Huracan Tecnica safe? There is no meaningful crash test data from the Huracan platform. Nonetheless, given it’s based on the Audi R8 and Audi has a reputation for creating well-engineered and safe architectures, we have no doubt the Lambo would prove itself safe if required. Even so, it’s worth noting the Huracan misses out on a variety of assistance features like autonomous emergency braking and lane-keep assist. This is not too dissimilar to its rivals at Maranello and Woking, however. How much does the Lamborghini Huracan Tecnica cost to run? Unlike Ferrari, Lamborghini does not provide seven years of free servicing with its cars. The Huracan is similar to the Audi R8 and goes through an A and B service cycle and prices range from around $1500 to $4500 depending on the work being carried out. CarExpert’s Take on the Lamborghini Huracan Tecnica The bottom line on the Lamborghini Huracan Tecnica is simple: buy it if you want the best and definitely last road-going V10 Lamborghini ever. It will categorically not disappoint. If you want something more track focused, try your luck at getting an STO as there may still be a little bit of time left to secure the last few spots, but that will set you back closer to $800,000. Click the images for the full gallery MORE: Everything Lamborghini Huracan View the full article
  8. There’s no doubt in our mind the product planners at Porsche are the best in the business. No other car company in the world can produce so many different but useful derivatives of its cars in such a consistent and effortless capacity. The Porsche Taycan is no exception to the rule, with a staggering seven different options on offer already, Porsche Australia is pushing that number to eight with the introduction of the Taycan GTS. The Taycan range already consists of Taycan (RWD), Taycan 4 Cross Turismo, Taycan 4S, Taycan 4S Cross Turismo, Taycan Turbo, Taycan Turbo Cross Turismo, and Taycan Turbo S. The GTS will slot in between the 4S and the Turbo. In other Porsche models, such diversification of variants required significant hardware changes. After all, a 911 Turbo S isn’t exactly all that similar to a base 911 Carrera. In the Taycan, though, it’s a little bit more convoluted. Porsche offers two battery packs, and only the base model and Taycan 4 don’t come with the Performance Battery standard. Outside that, the majority of the performance difference between the six different versions of the Taycan (base, 4, 4S, GTS, Turbo, and Turbo S) is the electric motors and the controllers used to draw power from the battery. In reality you have three main components in the Taycan that differ: the battery, the battery controller, and the electric motors. Gone are the days of slotting in a bigger engine! The GTS model on most Porsches has been a variant that comes after the launch of other variants. Porsche product managers like to offer the most expensive models first to early adopters, before producing the base model and what is often the sweet spot in the range, the GTS. The Taycan GTS sits between the 4S and the Turbo, and provides 440kW of power (using launch control overboost – that’s what Porsche calls it despite not having a turbocharger to boost), and goes from 0-100km/h in 3.7 seconds. That makes it 0.3 seconds faster and 50kW more powerful than the 4S, and 0.5 seconds slower and 60kW less powerful than the Turbo. So, you have yet another choice as to which Taycan variant to buy. Should the GTS get your money? WATCH: Paul’s video review of the Taycan Turbo Cross Turismo How much does the Porsche Taycan GTS cost? The Porsche Taycan GTS is priced from $241,900 before on-road costs. As a comparison, it’s a reasonable hike from the $198,800 sticker price for the Taycan 4S but also a relative bargain compared to the Turbo and its $281,900 sticker. If you had ordered one a little while ago you would have saved about $4000, but Porsche (in line with the rest of the industry) is currently increasing prices more frequently to account for inflation, among other challenges. So if you want to secure a price before it likely goes up again, probably best to lock in an order. What is the Porsche Taycan GTS like on the inside? The Porsche Taycan GTS has a very modern, spacious and nicely put together interior. The differences to the rest of the range are subtle, but GTS fans will recognise them instantly. The most obvious addition is Porsche’s Race-Tex interior package, which is nicely complemented by the numerous black leather trim accents. There are very noticeable Porsche GTS logos stitched into the headrests and, surprisingly, the usually optional (on lower grades) Sport Chrono package is standard. The front seats are sporty but also comfortable, with great back support and adjustability. Like all Taycans, the rear seats might not be the most suitable place for super tall passengers, but two average-sized adults can happily ride there for long trips. It’s possible to fit five, but you wouldn’t want to do it for long. The infotainment system is hard to fault and if you option the passenger screen, it becomes a rather dizzying affair with four seperate displays. The digital instrument cluster is super sharp and displays a great deal of information including your battery usage and even a lap timer – because, Porsche. The centre touchscreen controls most of your infotainment needs and does so very quickly and logically. The built-in navigation is easy to use and fast to load, but the capacity to have seamless and wireless Apple CarPlay integration means you really don’t have to use it. We found our CarPlay connection to be flawless and the telephone microphone to be almost as good as using the iPhone handheld. There are some things not to like, for us anyway. For example, the inability to change the direction of the air vents without having to use the climate control screen located under the centre screen. It feels like its just done for the ‘wow’ factor of being able to move the air around the cabin using a screen but in reality, sometimes you just want to face the vents away or toward you quickly and don’t want to take your eyes off the road to do so. The GTS also offers a reasonable 84L in the front and 407 litres in the rear for storage. What powers the Taycan GTS? The Taycan GTS borrows a lot of hardware from the Turbo. For starters it uses the top-level Performance Battery Plus with a capacity of 93.4 kWh, mated to two ‘permanently excited’ synchronous electric motors, one at the front and one at the rear. It allows the Taycan’s 800-volt system to have a standard power rating of 380kW which can be extended to a rather ridiculous 440kW when launch control is engaged, allowing for its claimed 3.7-second 0-100km/h acceleration time. Both modes develop 850Nm of torque at all times. Porsche claims a driving range of 485km, and we would say from experience to expect somewhere between 430-470km depending on how you’re driving it. It takes nine hours to recharge the Taycan GTS from empty using an 11kW (AC) power source, 93 minutes on a 50kW DC connection from 5.0 per cent to 80 per cent, and if you go somewhere with a properly DC fast charger, it will do the same 5.0 per cent to 80 per cent in just 22.5 minutes. In addition to all that, the Taycan GTS uses the same two-speed transmission fitted to the rear axle for better acceleration. It will pass the juice to the front axle only under heavy acceleration or when more grip is required. The other unique aspect of the Taycan GTS is the soundtrack. Porsche has given the GTS its own unique sound pattern. We couldn’t really tell as we didn’t have another Taycan to listen to, but it’s a dinner conversation starter, that’s for sure. How does the Porsche Taycan GTS drive? Despite not being the fastest, the GTS variant is actually the sportiest Taycan in terms of driving feel. That’s because it sits lower than even the Turbo S and uses the same brake system, meaning its relatively hefty unladen weight of 2295kg is somewhat offset by its lower centre of gravity. To prove just how good of a sports car it is, Porsche Australia brought us to Norwell racetrack near the Gold Coast to experience the Taycan GTS in its, err… unnatural environment. As foreign and as crazy as it sounds (or doesn’t sound) right now, the sight of electric vehicles at track days will soon become the norm. As much as that breaks this author’s internal combustion-loving heart, it’s inevitable. Look, we don’t probably want to admit it, but the Taycan GTS is surprisingly fun and fast on track. Kind of annoyingly so. Electric cars aren’t meant to be enjoyable when it come to track days, but the GTS proves that wrong. Yes, it’s still heavy and yes, you will need to do your braking a fair bit earlier than you would in almost any other Porsche, due to the added weight and the braking system itself, but the turn-in and steering feedback is surprisingly great. Once you get the car rotated, you can basically plant the accelerator and the electric motors on the front and rear axle will work out exactly where to send power, which means it will deliver the best out-of-corner driving experience you’ve probably ever felt. There is no sense of torque steer, there is no oversteer, there is no understeer, there is nothing but the perfect amount of power and torque for the grip provided by the tyres. The only downside is the choice of Goodyear Eagle EV tyres, which are clearly better suited to reducing battery consumption on the road than being abused on the track. They annoyingly scream to Greta for mercy each time they are pushed to the limit. After dozens of laps we can say safely say the Taycan GTS is a genuinely fun track car, and despite being pushed at 10-tenths by dozens of testers and professional drivers, none of the Taycan GTS demonstrators exhibited a single issue in relation to overheating batteries or going into limp-home mode. That might have something to do with the GTS using the same electric motors as the Turbo, which have a hairpin-winding design that allows their copper wiring to be packed more densely, not only increasing the amount of copper in each stator for more power and torque, but also making for more efficient cooling. The crazy-large cast-iron brakes (six-piston 390mm front and four-piston 358mm rear) also laughed in the face of repetitive braking cycles, with drivers able to put their hand right up to the front wheels after a dozen laps and not feel a great deal of heat. We also drove the Taycan GTS on the road and, like every other Taycan, it was hard to fault. The ride is smooth, cabin noise intrusion is virtually non-existent and instantaneous torque is always just a tap of the right foot away. We did definitely feel the two-speed transmission in action when going hell for leather too. As for the launch control system? There are only so many times you’ll want to go from 0-100km/h in 3.7 seconds before the party trick wears off. It’s something you will definitely show friends or scare the wife with occasionally, but otherwise it’s moot. If you read our previous review of the base Porsche Taycan, we recommended it as the ideal variant to go for as it provides almost the same experience as the Turbo S for 90 per cent of the time for most buyers. That viewpoint hasn’t changed, but the introduction of the GTS really does give pause to the idea of paying an extra $40,000 for the Turbo so you can go half a second faster to your third speeding ticket this month. What do you get? Unlike the rest of the range, the GTS has unique exterior and interior packaging options that are very appealing. As is generally the case with all GTS models, there are a lot of black details inside and out. Looking at the car from the outside, you will first notice the tinted Matrix LED headlights, which on the GTS have the Porsche Dynamic Light System Plus (PDLS Plus) as standard. The GTS also rides on the 20-inch Taycan Turbo S aero design wheels in satin Black. Move further to the back and you might also notice the rear diffuser (in louvered design), side skirts (SportDesign) and side window trims are all in in high-gloss black. Other change include the SportDesign front apron, door sill guards in brushed black Aluminium (with a stainless steel loading edge protection guard) and our favourite, the Porsche logo in black integrated into the light strip alongside the GTS model designation on the tailgate in matte black. Jump in and the changes are equally noticeable. From the Race-Tex interior package with extensive leather items, including a heated GT sports steering wheel all in black to the ‘GTS’ logo on the seat headrests (front and rear) and a fair amount of black accents used around the cabin, it’s a GTS in name and nature. As for colour, if you don’t go the traditional red as is often the hero colour of all GTS models, the Taycan GTS is available in two different solid colours and 11 different metallic paint finishes. Is the Porsche Taycan GTS safe? The Porsche Taycan range scored a five-star safety rating in Euro NCAP testing, but there is no ANCAP equivalent rating as yet. It scored 85 per cent for adult occupant protection, 83 per cent for child occupant protection, 70 per cent for vulnerable road user protection, and 73 per cent for safety assist. Autonomous emergency braking (AEB), lane-keep assist, and blind-spot monitoring are standard, along with adaptive cruise control. How much does the Porsche Taycan GTS cost to run? The Porsche Taycan is covered by a three-year, unlimited-kilometre warranty. It would be nice to see that warranty extended to five years, in line with most other premium manufacturers. The battery warranty is eight years/160,000km. Another strange thing is the cost of maintenance, which is required every 12 months or 15,000km, whichever comes first. You can prepay for three, four or five years of servicing, which comes in at $2995, $4495 and $5495 respectively. According to what we could dig up, the only thing Porsche is doing to your Taycan for its service is a pollen and air filter replacements every two years and a brake fluid flush when required (or every two years). What else Porsche is doing to service the Taycan remains a bit of a mystery to us, as Tesla servicing is basically when the tyres or brakes need replacing. CarExpert’s Take on the Porsche Taycan GTS If you have been waiting to buy a Porsche Taycan, you now have more choice than ever. For us, the base model is still the easiest and most efficient way to own your first electric Porsche and, although it’s not the fastest or most aggressive looking model in the range, it does a fantastic job of being an electric Porsche. As for the Taycan GTS, the latest addition to the range solves an annoying dilemma for those that don’t want ‘just a 4S’ but also don’t feel the need to spend an extra $83,100 for the Turbo, to then still be one rung under the Turbo S. The GTS fills that gap really well. It’s a beautiful and respected badge, and one with a great heritage that has been lived up to with the Taycan. It sits lower, looks meaner, and if you ever feel the need to actually track it, it’s probably the Taycan variant best suited for the task. Click the images for the full gallery MORE: Everything Porsche Taycan View the full article
  9. The Lamborghini V12 engine will live on for another generation (albeit in hybrid form) – and if the Italian brand’s CEO is right, it should also sound just as good as the Aventador it replaces. With global legislators the hell-bent on killing the internal-combustion engine in favour of electric vehicles (EVs), Lamborghini this week managed to score a little victory, alongside brands like Ferrari. The Italian Government managed to secure an exemption for the brand to continue producing and selling internal-combustion engine vehicles past the 2035 deadline facing the rest of the industry. That might just mean the V12 as we know it could continue to live in for generations to come… but what’s the point of a V12 if it doesn’t sound like one? According to Lamborghini CEO Stephan Winkelmann, who spoke to CarExpert at the launch of the Huracan Tecnica in Italy last week, the new V12 will sound “amazing”. Mr Winkelmann admitted any restrictions to the sound of current and incoming Lamborghini models are purely to meet regulations, and said the brand’s approach to hybridisation is as much about reducing emissions as it is about performance and emotion. “For us the hybridisation is about increasing sustainability and reducing emissions, but also about increasing performance compared to today… [however] emotion, and fun, and performance orientation is paramount,” Mr Winkelmann said. The Aventador’s V12 engine As for the new V12 hybrid compared to the outgoing Aventador? “We will design one to cover everything and I have heard the sound of the new V12 and it’s going to be amazing,” he said. “I think the engineers have done a good job. It’s not just about the engine, but the exhaust system and how you get the sound out of the car, which should never be fake in my opinion.” Emissions and noise regulations in Europe – petrol particulate filters, startup sound restrictions, and the revs at which engines are allowed to make unrestricted noise – will impact all new vehicles, but if the new Lamborghini V12 can sing the tune of a glorious F1 car of old at 9000rpm, it will make plenty of customers and fans of the brand happy. That’s exactly what Mr Winkelmann intends to do. “For me the brand has to maintain the character today to fulfil the dream of the people. Both the fans and the customers,” he said. On another note, with Ferrari expected to put its naturally-aspirated V12 in its upcoming Purosangue SUV, Mr Winkelmann confirmed Lamborghini will not follow suit with the Urus. He said Ferrari’s move into the SUV space confirms “they acknowledge that we were right”, however. “Everyone has to make up their mind about what they want to achieve and how they want to develop their company,” he said. “We have a lot of similar customers but we have different history and everybody has enough space to develop the things that he thinks are good when the time is right.” Do you believe the next-generation Lamborghini V12 hybrid will sound as good as the current Aventador? View the full article
  10. Lamborghini has confirmed the next-generation halo car to replace the Aventador will have a unique naturally-aspirated V12 engine mated to a hybrid electric system, but there has been little word on what the Huracan replacement will be – and whether this generation of the V10 is the last of its kind. Speaking to CarExpert at the launch of the Huracan Tecnica last week, the head of product and marketing for Huracan line, Filippo Moretti, said the next-generation model will build on the learnings of the current model. “We wanted to manage all the stuff that we created together, starting with the STO. Everything we have done with the Huracan range, we came up with the Tecnica product and of course this product will then be the point of start for the new generation,” Mr Moretti said. “For the new generation we have a good base in terms of technology, driving experience, and what customers want from us,” he said. The Huracan and Audi R8 share the same platform and engine but, as the German brand has ended production of the R8 without any word of a replacement coming, the Huracan has been left without its donor car This puts Lamborghini in an interesting position, given it has secured a €1.8b investment for its future products. Mr Moretti has confirmed the next-generation Huracan will not be built on an Audi platform, or use an engine shared by any other brand. He said it will have “more differentiation” than the current car. “Not the same platform, not the same car, more and more customised by us,” he explained. “We will use all the experience we have learnt [from the Huracan] to effectively make something more Lamborghini.” Stopping short of confirming the new power plant, CarExpert believes it very likely the new Huracan will also be a hybrid. Whether it manages to keep its V10 in one shape or form remains to be seen. Global Lamborghini CEO, Stephan Winkleman also spoke to CarExpert on a wide range of topics, and have us a clear answer when asked about the next-generation Huracan. “The Huracan replacement will have a new engine and it will not be shared with another car in a different brand.” He further confirmed the new engine will be built in Italy and said while the “engine is important, it’s not the biggest chunk in investment” which suggests the new platform is going to be completely unique to Lamborghini. With the Aventador production ending in July, its replacement is set for unveiling early next year with first cars arriving in Q3 2023. The folks at Lamborghini are about to set course for what will be the busiest period of new product launches in the company’s long history. View the full article
  11. The Bentley Continental GT will be the next vehicle from the prestigious brand to gain a plug-in hybrid option. Bentley plans to offer only plug-in hybrid (PHEV) and all-electric vehicles by 2026, as it gears up to go all-electric by 2030. The Continental GT plug-in hybrid will join PHEV versions of the Bentayga SUV and Flying Spur sedan. Although it looks like a regular Continental GT, you can tell it’s a PHEV from the round fuel filler cap on the right-hand side and squarer charging flap on the left-hand side. Though there’s a 12 badge on the front fender between the front wheel arch and the door, typically indicating a car powered by Bentley’s W12 powertrain, it’s highly unlikely Bentley will produce a W12 PHEV. For now it’s unclear what Bentley plans to put under the bonnet of the Continental GT exactly, though it could borrow a powertrain from the Bentayga or Flying Spur PHEVs. The Bentley Bentayga Hybrid is powered by a 3.0-litre twin-turbo V6 petrol engine with an electric motor and a 17.3kWh lithium-ion battery pack. Total system outputs are 330kW of power and 700Nm of torque. The Flying Spur Hybrid on the other hand is powered by a 2.9-litre twin-turbo V6 petrol engine with an electric motor and a 14.1kWh lithium-ion battery. Total system outputs are 400kW and 750Nm. This PHEV powertrain in the Flying Spur Hybrid is very similar the Porsche Panamera 4 E-Hybrid‘s. It’s worth noting the Bentley Continental GT is based on the Volkswagen Group MSB platform, which also underpins the Bentley Flying Spur and Porsche Panamera. We could therefore see the Panamera Turbo S E-Hybrid’s 4.0-litre twin-turbo V8 plug-in hybrid powertrain, which produces total outputs of 514kW and 870Nm. Bentley engineering boss Matthias Rabe recently told Autocar in September 2021 that there’s demand from Bentley customers who want an electrified GT that can drive on all-electric power in metropolitan areas. The current, third-generation of the Bentley Continental GT was first revealed in 2017 and went on sale locally in 2018. The Continental GT is currently available in both coupe and convertible body styles, with a choice of a 4.0-litre twin-turbo V8 or a 6.0-litre twin-turbo W12. The convertible is only available with the V8. In the last six months, Bentley has revealed three different versions of the Continental GT. These include the Continental GT Mulliner Blackline, Continental GT S, and the Continental GT Mulliner W12. Bentley plans to go both all-electric and carbon neutral by 2030. The British automaker has also previously pledged to reveal its first electric vehicle (EV) in 2025 and bring it to market in 2026. Overseas reports indicate the first EV will be an SUV, potentially a version of the next Bentayga or perhaps an all-new nameplate. It could even be built on the PPE platform which is planned to underpin the Porsche Macan EV, Audi Q6 e-tron, and the Audi A6 e-tron. Click an image to view the full gallery. MORE: Everything Bentley Continental GT View the full article
  12. Porsche remains one of the very few bastions of hope for lovers of manual high-end sportscars, given it still offers a three-pedal setup in its 911 and 718 models. With the new 992 generation of 911, the manual has been removed as an option across the range, and is now only available on the GTS and GT3. Yet demand for manual gearbox version of those variants has remained exceptionally high. Sales of manual Porsche 911 GT3s make up 50 per cent of all Australian deliveries, while the brand new 911 GTS, which has just gone on sale, has a healthy 20 per cent manual uptake that Porsche Australia says may rise as more people get to experience and read about the vehicle. Uptake of manuals in the GT3 and GTS has historically been the highest across Porsche’s 911 range, which is the reason why the option of a manual gearbox was dropped in other variants. As an example, in the previous generation 991 series 911, the base model Carrera had only five per cent manual uptake. In some other markets, the 911 range is available with a manual transmission across a wider range of models but Porsche Australia insists that it is happy with the current offering and is unlikely to change that product mix. Nonetheless, as was the case in the previous generation with the 911 T, the opportunity for future unique variants of the 911 to be offered with a manual transmission remains. In terms of the hard-to-get 911 GT3 touring, Porsche only offered the car in manual in the previous generation but took the decision to give buyers the option of a PDK in this current version. Yet the majority of orders are predominantly still sticking with the manual. Porsche offers a manual transmission in the 718 Cayman range across all models except the GT4 RS. Manual orders currently make up six per cent of all four-cylinder models 718s and about 50 per cent of all six-cylinder orders. Manual cars have seen a rapid phase out across the globe with the move to electrification, while the rollout of additional driver-assist safety systems make the process of changing gears more of a hindrance than a benefit. Things have gotten so desperate for manual-lovers that Toyota recently patented a ‘fake clutch’ for electric-vehicles so that it can offer that sensation in its future products. View the full article
  13. Australian demand for Porsche cars remains strong despite a worsening economic condition and more interest rate rises on the horizon, the company says. Furthermore, while the iconic German sportscar maker is still facing supply issues, it’s starting to see early signs of improvement, which should reduce extended wait times. Speaking to CarExpert at the launch of the new 911 and Taycan GTS this week, Porsche Australia’s head of public affairs, Chris Jordan, confirmed the brand’s ongoing strong position in market. “We still see strong demand,” Jordan said in regard to the economic challenges. “I think one factor that we are always looking at is perhaps not with the economy, but how long people are willing to wait, and while the entire market is supply-constrained and there are waits across the board, then I think a lot of people are prepared to wait a long time… “But in terms of demand and people coming in, we still see every week that new orders are coming in and demand is strong, but it’s a case of how long people are willing to wait.” As for the ongoing challenges of supply and demand, Porsche Australia is seeing small signs of improvement as Germany is able to better overcome the specific part shortfalls caused by both the semiconductor issue and the war in Eastern Europe. “As it has been for a while, demand is really strong and supply is a picture that changes every week, that’s why it’s quite hard to give people a definitive wait time and picture, because what’s the correct answer this week can change the next,” Mr Jordan said. “The reason its changing a lot is not just the dynamics of the world at the moment but also the counter measures that Germany is putting in place with production. “f you think about procurement, if there is one item that they are short on, a few weeks later they might have a countermeasure that comes in and they are able to get it again so the supply improves, that’s why instead of publishing a wait time for every model, we encourage people to talk to their Porsche centre.” The other reason supplies of Porsche vehicles is improving is the Volkswagen Group’s insistence on supplying parts to higher-margin cars from its top-tier brands which include Lamborghini, Bentley and Porsche. From January to end of May 2022, Porsche Australia sold 2533 cars, up from 2277 in the same period in 2021 – an 11.2 per cent improvement. In that same timeframe, Volkswagen has gone down 38 per cent, Audi 36.7 per cent, BMW 13.3 per cent, and Mercedes-Benz 17.8 per cent. View the full article
  14. The final piece of the current Porsche 911 range will fall into place soon. The 911 GT3 RS will be unveiled in the coming months, but it’s been spied undisguised in the lead-up at the Nurburgring. It’s predictably wild. As we’ve previously seen, the RS will feature a towering rear wing that goes further than the unit fitted to even the GT3. Low-flying aircraft beware… The bonnet is more aggressively vented than that of the GT3, and the front bumper features more aero-improving cuts and slashes on it. Like its predecessor, the RS features louvres on the front wheel arches to lessen pressure at high speed. The rear bumper is slashed more aggressively than that of the GT3, with vertical cutouts similar to those of its predecessor. Real nerds will notice the RS pictured here is the only 991.1-generation 911 to feature door handles that don’t electrically pop out. Whether that will make it to production isn’t clear. Power is expected to come from a more powerful version of the 911 GT3’s engine. The GT3 uses a 4.0-litre naturally-aspirated flat-six engine with 375kW of power and a 9000rpm redline, good for a 3.4-second sprint to 100km/h with the seven-speed PDK transmission fitted. The engine is derived from the unit in the 911 R endurance racer, and is actually used in the 911 Cup car with minimal changes. Given the last GT3 RS was available only with a seven-speed PDK, we expect the new car to follow suit even though a six-speed manual is available in the GT3. Unfortunately, it’s already sold out for Australia. An earlier version of this story claimed the 911 GT3 RS will be revealed at Goodwood. It’s since been updated. MORE: Everything Porsche 911 View the full article
  15. Do you feel the need, the need for Speed (in a Bentley Continental GT Mulliner W12)? Well, now there’s a coupe for you. Equipped with the Speed’s 6.0-litre twin-turbo W12, the revised Continental GT Mulliner now has 485kW and 900Nm to its name. That’s an 18kW increase over the previous Mulliner W12 variant, although torque remains the same. All of this funnelled to all four wheels via an eight-speed dual-clutch transmission. The revised Mulliner coupe can now complete the 0-100km/h dash in 3.6 seconds — an improvement of 0.1s — and hit a top speed of 335km/h. The car rides on 22-inch wheels with self-levelling centre caps that ensure the flying B logo is upright at all times, as well as an active air suspension setup with active dampers. There’s also a 48V active roll control system to keep the car as flat as possible, rear-wheel steering to make the large coupe feel more nimble, and an electronic limited-slip differential that allows for torque vectoring across the rear axle. Stopping ability can be improved if you’re willing to stump up for the optional carbon ceramic brakes. The cabin features diamond in diamond quilting on the seats, doors and rear quarter panels with both contrast and accent stitching. All up the automaker claims there are 400,000 stitches throughout the interior. There are also Mulliner logos on the seats, black walnut veneer across the dashboard with a silhouette of the car etched on the passenger’s side, and a unique Breitling-branded clock in the centre of the dash. Bentley says it has taken care to craft new graphics for the digital instrumentation display so the dials “look like real metal”. As a Mulliner model, buyers of this range-topping coupe can customise their vehicle from a wide selection of paint, leather, wood, metal, and stitching combinations. MORE: Everything Bentley Continental View the full article
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