The four-wheel-drive XC40 Recharge features two 201bhp electric motors, one mounted on each axle, that combine to offer 402bhp and 487lb ft of torque. That enables it to achieve 0-62mph in 4.9 secs, with a limited top speed of 112mph. Power is drawn from a 78kWh underfloor battery, with Volvo citing a WLTP-certified range of more than 248 miles. Charging is available through an 11kW AC charger or a 150kW DC fast-charger, which the firm says can deliver an 80% charge in 40 minutes. The vehicle largely retains the exterior and interior styling of the conventional XC40, albeit with the addition of a new sealed fascia in place of the traditional radiator grille for the combustion engine. The model also gets Recharge branding and other minor design tweaks, while the charging port is located on the rear pillar of the car in the same place as a traditional petrol cap. Built on the same Compact Modular Architecture (CMA) platform as the regular XC40, the Recharge version retains largely the same dimensions with a length of 4425mm and a width of 2034mm. Because of the underfloor batteries, the XC40 Recharge has a slightly reduced ground clearance of 175mm, compared to 211mm on the regular model. The XC40 Recharge offers 413 litres of luggage capacity, a reduction of 460 litres for the regular model although, due to the space saved by the lack of a combustion engine, it gains a 31-litre ‘frunk’ storage area underneath the bonnet. The machine weighs a minimum of 2150kg, compared to 1497kg for the combustion-engined version. The XC40 Recharge is also the first Volvo to feature a new infotainment system powered by the Google Android operating system. That system features Volvo On Call, the firm’s digital platform. The likely initial price of the XC40 Recharge is similar to that of the closely related Polestar 2, the first electric model from Volvo’s spin-off performance brand. That model, which features the same electric powertrain – and identical power, torque output and range – costs £49,900 in its initial Launch Edition. Planned base models are likely to cost around £34,500. To accompany the launch of the XC40 Recharge, Volvo is also revamping its sales process. From early next year, customers visiting its website will be asked first if they want an electrified car, and a range of financial incentives designed to encourage efficient electric driving will also be offered. With Volvo aiming for plug-in hybrids to account for a fifth of its total sales next year, the firm is planning to triple production capacity for its electrified models, including the XC40 Recharge. It will also offer a new Designer’s Choice selection for Recharge models, which it says will feature “radically reduced delivery
Origin: Volvo reveals XC40 Recharge as first full electric model
Faraday Future founder files for bankruptcy
Jia Yueting, the founder and former CEO of Faraday Future, has filed for Chapter 11 bankruptcy in order to pay off his debts in China.Jia claims that he still owes around US$3.6 billion to over 100 creditors, mostly due to the collapse of the tech conglomerate he founded, LeEco. His history of taking on debt has earned him a spot on the national debtor blacklist in China, which prompted his move to the U.S.According to The Verge, before Jia goes court, he is offering to fulfill his debts through a trust backed by the value of his Faraday Future ownership stake. The creditors will only be paid out if Faraday Future goes public. Some 90 per cent of the people or businesses owed money need to approve the plan by November 8, and by signing the plan, the creditors also release Jia from all personal liability and claims.A separate plan is also underway wherein the creditors would vote on the Chapter 11 bankruptcy, but that would involve more court oversight and could ultimately cost more time and money things Jia doesnt have.The company has been on rocky ground since its inception. Faraday Future originally started with a US$800 million injection from Chinese real estate conglomerate Evergrande in 2018, and that translated to a US$477 million loss at the years end. Since its founding, Faraday Future has lost US$2.15
Origin: Faraday Future founder files for bankruptcy
Recalled Toyota Supras could be replaced with completely new car
2020 Toyota SupraHandout / Toyota A recent recall filed by BMW reveals the seat-belt guide-loop mounts on seven Toyota Supra coupes yes, the German automaker builds that Japanese sports car could be faulty.Normally, a recall would require the vehicle be brought into a dealership to be fixed, but this time, it might not be so simple.The vehicles will be inspected and if a defective seat belt guide loop mount is found, the vehicle will be replaced, reads the recall.Yes, this time the entire vehicle may apparently have to be replaced, just because of one faulty part. This seems excessive, but when it comes to safety, poor welds on a part like this could cost somebody their life. If the drivers safety belt guide loop mount was not welded to specifications, then in a crash of sufficient severity, the mount could become damaged and may not restrain the driver as designed which would increase the risk of injury to the driver, the recall explains.The reason for the faulty welds is that the supplier used inadequate parts for the welding tool, and because its welded to the frame, its not something that can easily be replaced.Four of the seven vehicles identified as having faulty welds have been fixed, er, replaced already; Toyota will contact the remaining three vehicle owners to have their vehicle inspected for the issue. Toyota says if the faulty welds are present, the vehicle will be replaced free of
Origin: Recalled Toyota Supras could be replaced with completely new car
UK lawyers claim VW dieselgate ‘fix’ is second defeat device
Lawyers for the 85,000 motorists bringing a class action in the UK against VW for its role in dieselgate have questioned whether the technical fix introduced in 2016 can be classified as a second defeat device, in a pre-trial hearing last week. Slater and Gordon, who are leading a consortium of lawyers against VW, represented by Freshfields, raised the point as the dieselgate trial heads towards an important two-week hearing at the High Court in December, four years after the class action was first raised. That trial will be critical to deciding in UK law whether VW fitted a defeat device to the EA189 diesel engine, which powers 1.2m affected VW, Audi, Seat and Skoda models – the first stage of a legal process that could ultimately finish with VW paying out tens of millions of pounds in compensation to owners in 2022. “We have asked VW lots of questions to clarify exactly what the technical fix is doing,” says Gareth Pope, head of group litigation at Slater and Gordon. For its part, VW’s lawyers say the technical fix was completed to standards set by Germany’s automotive technical agency, the KBA, equivalent to the UK’s VCA, and re-engineered the EA189 diesel to the emissions standards it should have had under EU5 regulations. Slater and Gordon is questioning why the technical fix is operating over an ambient temperature range or ‘thermal window’ of 15 deg C to 33 deg C, and below 1000m altitude, suggesting that re-engineered EA189 engines will emit higher levels of pollutants in real-world use outside these conditions. “This information has long been in the public domain and has received media coverage since at least April 2016,” VW told Autocar in a statement. Autocar also understands that VW rejects any suggestion that a ‘thermal window’ can be classified as a defeat device. And given that the EA189 has been re-engineered to the EU5 standard that allows a ‘thermal window’, it seems unlikely that the fix is a second defeat device. However, this detail is significant because it forms part of Slater and Gordon’s case, which must cross three hurdles of proof to be successful, the first being to prove in UK law ‘deceit’ – that VW deceived buyers by selling cars with defeat devices. VW recently settled a class action out of court in Australia affecting around 100,000 cars with damages valued at between Aus$89m (£46.6m) and Aus$130m (£68.2m), equivalent to about $Aus1000 (£524) per owner. Although the Australian court case has no legal bearing in the UK, it suggests VW will find it difficult to win the defeat device legal action in December, but also that damages ultimately will be
Origin: UK lawyers claim VW dieselgate ‘fix’ is second defeat device
Volvo launches Recharge brand for electrified cars
Volvo will introduce a new Recharge brand for all of its full electric and plug-in hybrid cars, and has vowed to show buyers the average lifecycle carbon footprint of each new model as part of a bold set of plans to reduce its carbon emissions. The new Recharge line will be introduced with the Swedish firm’s first battery electric vehicle, the XC40 Recharge, which will be unveiled later today (Wednesday). That will also be the first model for which Volvo will disclose the average lifecycle carbon footprint – effectively the CO2 emissions the car will produce during its life with both manufacturing and usage taken into account. The Recharge label will be used on all new electrified models the firm releases from now on. Volvo says that it will use the brand to push sales of electrified cars, and that it will offer incentives to encourage plug-in hybrid drivers to use the full electric Pure mode as much as possible. Volvo has already revealed plans for half of the cars it sells by 2025 to be fully electric, and has now launched a wider climate plan with the aim to reduce the lifecycle carbon footprint per car by 40% from 2018 figures by the same date. The firm has also set a target of becoming an entirely climate-neutral company by 2040. Volvo has already pledged that every new car its introduces will feature an electrified powertrain. But it says that meeting its climate target will involve both pursuing “all-out electrification” of its vehicle line-up, and reducing carbon emissions from its manufacturing network, wider operations and supply chain. The firm is also aiming to increase both recycling and the reuse of materials. To achieve a 40% reduction of its per car CO2 footprint by 2025, Volvo has set goals for that date of reducing CO2 emissions from its global supply chain by 25%, reducing its own carbon emissions by 25% and using 25% recycled plastics in new cars. Volvo boss Hakan Samuelsson said that the firm was “transforming our company through concrete actions, not symbolic pledges.” He added: “We will address what we can control, which is both out operations and the tailpipe emissions of our cars. And we will address what we can influence, by calling on our suppliers and the energy sector to join us in aiming for a climate neutral future.” Volvo recently announced plans to merge its combustion engine programme with parent firm Geely, and then spin it off into a separate company. It says that will allow it to focus fully on electrified
Origin: Volvo launches Recharge brand for electrified cars
Troubleshooter: Yes, electric vehicles still need maintenance
A Tesla Model S in a service garage bay.Tesla No doubt one of the big selling points of EVs (electric vehicles) is their reduced maintenance requirements. Of course, thats seldom what you hear on the showroom floor. Instead, that might get exaggerated so you hear no maintenance needed! from some less-than-stellar sales reps.But while its true EVs dont require oil or coolant changes or spark plug replacements, they do have systems that need to be inspected and maintained on a regular basis.And, yes, the costs of operation (including electricity rates) are a fraction of a traditional combustion engine vehicles.Nissan recommends a 12,000-km service interval with two basic menus for its all-electric Leaf. At the first 12,000-km mark (and for every 24,000 km after that) its simply a tire rotation and visual inspection of axles, suspension components, brakes and steering mechanisms. The idea here is theres no mandatory replacement of anything, its all based on the cars condition. This way, someone whos relatively easy on their ride will pay less than someone who drives it like its a rental. As many EVs serve as second household vehicles and dont necessarily accumulate a lot of mileage, having an annual check-up (even though less than 12,000 km may have been travelled) is a wise idea. This service at a dealership should cost less than $100, but prices may vary, as they say.At the 24,000-km mark, Nissan lists the same tire rotation and inspection but also includes brake fluid replacement, EV battery usage report, cabin filter replacement and a check on reduction gear oil level and condition. Dealership service departments will charge on average between $150 and $250 for this checkup.The Tesla programTesla is a little more lenient in its maintenance requirements, with tire inspections every 16,000 km to 20,000 km and rotations or alignments based on tire wear and condition. Cabin filters are to be replaced every two years, and HEPA filters every three years. Air filter replacement needs are dictated solely by the environment you drive in. If you regularly use unpaved roads, or are stuck driving through construction zones, the dust thats kicked up may require more frequent filter replacement. In these cases youd be wise to familiarize yourself with how to access and check these items.For those vehicles running in cold weather conditions, like say, Canada, Tesla recommends annual brake inspections with cleaning and lubricant services. As the braking systems on EVs (and hybrids, too) incorporate electrical generators, keeping them in tip-top condition is important. A Tesla car arrives at a service center in Los Angeles, California on March 4, 2019. Mark Ralston / Getty via AP As with Nissan, Tesla recommends inspecting brake fluid for contamination every two years but only replacing it if needed. Condensation is the culprit theyre looking for, and left unchecked it can cause corrosion on metal components of the brakes hydraulic system. One unique kink to Teslas maintenance guide is the requirement to replace a desiccant unit in the vehicles air conditioning system. Also known as a receiver-drier, it helps to remove condensation from the system, keeping valves moving.When you go through these lists, youll notice many of the items are relatively easy DIY affairs for even the most technically challenged. Do a few of these yourself, and you can really earn bragging rights at the water-cooler who-has-the-lowest-auto-costs
Origin: Troubleshooter: Yes, electric vehicles still need maintenance
From the archive: A royal Rolls-Royce
Two-and-a-half years after their wedding, Princess Elizabeth and Prince Philip, the Duke of Edinburgh, took delivery of the very first Rolls-Royce Phantom IV. Autocar reported details of the car on 7 July 1950, saying that while Rolls-Royce had longstanding relationships with high society, this was “the first time that a completely new model has been evolved specially for members of the British Royal House”. The all-new chassis, codenamed 4AF2, had been delivered to the chosen coachbuilder, HJ Mulliner, the previous July. Rolls-Royce had apparently planned this to be a one-off, it having been ordered at the personal request of the Duke, but a total of eighteen would go on to be built through to 1958, all going to heads of state, including Generalissimo Francisco Franco of Spain and King Faisal II of Iraq, apart from one that underpinned a truck used at the Crewe factory. “The lines and proportions of the car are so well balanced,” we said, “that its great size is not immediately apparent, but with a wheelbase of 12ft 1in, an overall length of almost 19ft and a height of over 6ft, it dwarfs most other cars on the road”. That is indeed huge even by modern standards – even today’s extended-wheelbase Phantom VIII is only around 8in longer, and you must remember that your average Morris Minor in 1950 stretched just 12ft 4in. “The rear compartment provides drawing room comfort for two people and has two comfortable occasional seats which fold away into the division when not required,” we continued. Ease of entry was aided by coach doors opening 3ft 2in wide and a very shallow roof panel. “The interior is rendered very light by the generous glass areas, supplemented by a transparent panel in the roof, which can be obscured by a motor-driven blind. At night, the interior can be brightly illuminated by a concealed strip light, besides which there are foor roof lamps in the normal pattern. “The general style of finish, in keeping with the desires of the owners, is very simple, with grey cloth upholstery, a grey curled mohair rug and figured walnut cappings and panel work on the division with banded edges. “In front, there are two very larger and comfortable armchairs upholstered in green leather. The driving seat is separately adjustable and a sufficient sliding range has been provided to enable the car to be driven comfortably by a tall driver such as the Duke of Edinburgh himself. Each of the front seats is provided with two armrests which fold away into the backrest when not required. “Heating and ventilation arrangements are very thorough. Two air intakes, one on each side of the radiator, supply fresh air to ducts which feed front and rear compartments, and there are three heaters, drawing warm water from the engine cylinder head. The rear quaterlights incorporate swivelling ventilation panes with a large arc of movement.” Of course, the new Phantom also featured all the latest electronic gadgetry of the time: “Control buttons for the heating system, division, electric window winders and ashtrays are located in the outer two armrests in the rear compartment. “The centre armrest has built into it the controls for the radio set and also includes a glovebox. The radio itself is concealed in the luggage compartment and operates two loudspeakers, one in the cabinet work and the division and another in the driving comparment, which is provided with a separate volume control.” God forbid Her Royal Highness miss the BBC Light Programme, after all. Naturally, cigarette lighters and hand mirrors were also provided. On the mechanical side, we described how the underpinnings were the latest in a line “stretching back to the immortal Silver Ghost (of 1906-26) and reaffirming the position of the Rolls-Royce firm as makers of a car which is not only the finest in the world mechanically, but also one which for size, power and performance can justly be regarded as the most magnificient in the world.” Isn’t it wonderful to read prose so unabashedly confident of something British? That sentence written today would generally be considered laughable, to the great detriment of the little that remains of national spirit and pride. Anyhow, I digress; back seven interluding decades now, and the wonderfully analogue mechanical doings. “A range of four, six and eight-cylinder engines with common valve, piston and connecting rod assemblies was designed to the order of the Ministry of Supply some time ago,” we said, “and major components from this range were used in evolving an eight-cylinder car engine which has run for some time in an experimental Bentley chassis. This same engine has provided the basis for the power unit used in the new Rolls-Royce chassis. “Like those of the other Rolls-Royce and Bentley cars now in production, it has overhead inlet valves and side exhaust valves and uses a cylinder head of aluminium alloy RR50 with inserted valve seats. The crankshaft is of chrome molybdenum steel and
Origin: From the archive: A royal Rolls-Royce
WLTP Challenge showcases vehicle efficiency
WLTP Challenge showcases vehicle efficiency The challenge looked to see how accurate WLTP testing is Results from the inaugural WLTP Challenge have come in, with the overall figures showing that the new WLTP test cycle is largely reflective of real-world fuel economy. Completed over a day’s driving, the 220 mile route included a variety of types of road and conditions. Heading from Bristol to Birmingham, and back again via the Cotswolds, the event planned in all different types of road and speeds – from motorway to urban driving. Designed to simulate a potential day’s driving on business, Fleet World – the event’s organisers – had arranged for every powertrain type to be tested. This covered petrol, diesel, mild hybrid, hybrid, plug-in hybrid, pure-electric, and even hydrogen fuel cell. Highlights from the results include a 40% improvement over the official WLTP figure from a Vauxhall Astra 1.5 diesel, returning 85 MPG. Honda’s hybrid CR-V managed to achieve 70 MPG, representing a 70% improvement over official figures. Mitsubishi’s L200 Barbarian returned 62% more than its test results, and thee fully-laden RAC patrol van exceeded its official figure, proving the case for WLTP with light commercial vehicles too. Next Green Car ran a Nissan Leaf e+ in the event and managed to complete the route comfortably, as did the Audi e-tron and Tesla Model 3 which also represented pure-electric models. Although the official economy figures weren’t matched, they were all close to the target. The Leaf was less than 6% off its miles/kWh target, the Audi e-tron less than 11% away, and the Model 3 only 3% off. Using the real-world figures gained from the challenge, it is calculated that the trip would have cost £10 in the Leaf, compared to £19 for a diesel averaging 70 MPG, and £25 for a petrol averaging 50 MPG. WLTP Challenge 2019 organiser, Luke Wikner said: “The WLTP Challenge 2019 just goes to show that every driver, be they a private motorist or a company car driver behind the wheel of any vehicle, can make significant incremental improvements to their fuel economy. “Smarter driving in this way ultimately leads to safer driving, lower fuel bills, lower insurance, lower stress levels for drivers and fleet operators and a happier mobile workforce. “The Challenge also underlines that the new WLTP test procedure is already proving its worth. Gone are the days when motorists can say that they will never achieve their vehicles’ official fuel consumption figures, as the latest official WLTP figures will be representative of most drivers’ real-world fuel economy, most of the time.” Click below to read NGC’s report of how the WLTP Challenge unfolded.
Origin: WLTP Challenge showcases vehicle efficiency
The McLaren GT is all about the trunk
NICE, France McLaren calls this car their GT. Gran Turismo in official parlance. Gentlemans tourer in colloquial English. Pace with grace in specific intent.But one never does escape genealogy, does one, carbon fibre tubs as telling in sports cars as DNA is in humans. And McLaren is a Formula One-cum-supercar company so, despite having 570 litres of cargo capacity a fact much boasted about by the companys public relations staff, by the way this GT is still, at heart, a supercar.That means that, despite having carved out enough space for a small golf bag, the GTs turbocharged engine is still behind the driver, its chassis is still a carbon fibre MonoCell and its oh-so-powerful brakes are still ginormous carbon ceramic discs fitted with massive six-pot calipers.In other words, its a McLaren. That means a screaming, twice-turbocharged V8. Oh, it is subdued in its Comfort mode, Paul Chadderton, McLarens global product communications spokesperson again taking great pains to point out the GTs adjustable exhaust system that allows, he says or, more accurately, implies the GT to do a fair impression of a Camry. I dont be thinking so! Oh, the 4.0-litre twin-turbocharged V8 pumps may be down a couple of ponies on the 720S but it is still a raucous, all-hands-on-deck supercar. One hundred kilometres an hour flashes by in an incredibly rapid 3.2 seconds, 200 klicks in just 5.8 seconds more and, were my attitude towards French jurisprudence just a little more cavalier, I could have floored the GT to the dark side of 325 km/h. Its a McLaren, for gosh sakes, and just because the turbocharging has been turned down a tick (partially compensated for by having the compression ratio raised to 9.4:1), its 612 horsepower and 465 pound-feet of torque only have to power but 1,538 kilograms. Chaddertons admonishments notwithstanding, the GT is just plain super, just the thing when the first hole is still some 20 klicks away and your tee time is in ten minutes.And dont worry that youre not going to make it because the road is snaky. Again, though this be the touring McLaren, it rides on an all-but-identical MonoCell II carbon-fibre tub that supports the entire Sport Series of McLaren road rockets. As for the changes that render it all but identical, the T (for Touring) version of the Monocell II simply gains a little rear upper superstructure that houses the new rear cargo area that separates the GT from, well, the rest of Wokings lineup. For all intents and purposes, the GT is simply a slightly-softened Sport Series McLaren (which nobody is decrying as anything less than super). Torsional rigidity is identical, the centre of gravity is just a tad higher and, because the engine is in exactly the same place, mass distribution remains very well centralized.That means, from the vantage of the super twisty mountain roads above Nice, that the GT is still either a pretty darn super car or has learned to tour very rapidly indeed. Chadderton says that the suspension still a cross-linked Proactive Chassis Control system has been softened. And perhaps in the Proactive Damping Control systems Comfort mode there is a greater degree of civility to the ride. But, toggled into Sport or Track mode and crushing the optional carbon ceramic discs going into yet another hairpin, it is preciously difficult to see where touring ends and super begins. Roll is all but absent, the hydraulic steering precise and the front 225/30ZR20 Pirelli PZeros grip French macadam like a Trump handshake on, well, a French president. In other words, its a McLaren supercar. What is different is that the GT boasts some 420 L of cargo space in the rear trunk (the rest, amounting to the aforementioned 570 L total, is in the de-rigueur-for-a-supercar small front cubbyhole). For some context here, both the 570 L total and even just the rear 420 L capacity is more than a Mercedes S-Class Coupe (400 L) or C-Class sedan (357 L). Thats enough for one bespoke-for-the-GT golf bag and a couple of roll-ons. Theres also a neat little net thingie so your laptop doesnt get heaved into the windows when youre pulling 1.0 g through French hairpins. McLaren even cools the cargo space it is sitting right above a very hot exhaust system, after all with ducting and heat reflection material so that your Titleists dont get spongy.That said, all this practically seems a little exaggerated. Said large trunk space again, 420L in a car with its engine aft of the seats is extremely oddly shaped and its storage capacity not nearly as commodious as the numbers might indicate. Indeed, despite the GTs trunk being technically larger than the aforementioned S-Class Coupe, theres no way in H-E-double-hockey-sticks that you can pack as much stuff back there.while McLaren has
Origin: The McLaren GT is all about the trunk
This lower-priced Porsche Taycan is the real Tesla-killer
The Porsche Taycan 4SPorsche Take a good look at the Taycan on these pages. Sexy as the Turbo and Turbo S we showed you last month, isnt it?And, like the Turbo and Turbo S, this new 4S has twin permanent-magnet electric motors on both axles (hence, all-wheel-drive), a fully-touchscreened interior and, as you can plainly see, the sportiest silhouette in the entire electric sedan segment.It is, again like the Turbo and Turbo S that wowed us at their Niagara Falls world unveiling, the electric vehicle writ Porsche.Buy you know what it doesnt have? The one thing it doesnt share with its two siblings, the feature that, in its absence is going to wow potential EVers all the way to Porsche dealerships?The outrageous price tag.While they did indeed wow the world, the Turbo and Turbo S versions of the Taycan also shocked for their price tag. At $173,900 for the base Turbo and a seriously wallet-challenging $213,900 for the Turbo S, the original Taycans put it to Teslas Model S in every way but affordability.Not the new 4S. At $119,400 for the base version, it is not just a bargain by Taycan standards, its almost exactly the same price as a plain old Panamera 4S. Wow! Double wow! The Porsche Taycan 4S Porsche Now, there are some sacrifices. The base cars battery, for instance, is a smaller, single-layer 79.2-kilowatt-hour affair (the Turbos two-deck 93.4-kWh affair, now dubbed Performance Plus, is available as an option).Horsepower is down some, the base car offering 522 horsepower while that Performance Plus option bumps things to 562 hp. But the 4S still has twin electric motors, still drives all four wheels and still scoots to 100 kilometres an hour in 4.0 seconds (slower, of course than the Taycan Turbos 3.2 seconds, but faster than every non-Turbo Panamera in Porsches lineup).Range, according to the European WTLP standard, is 407 kilometres for the base model; 463 km for the Performance Plus. The base cars maximum charging ability is also slightly reduced, with peak charging power at 225 kilowatts; the Performance Plus can take a faster-charging 270 kW. The Porsche Taycan 4S Porsche Technologically, the 4S uses the same 600-amp (rear) and 300-amp (front) inverters as the Turbo Taycan. And, in fact, the innovative two-speed transmission in the rear (for maximum acceleration from a stop) and single speed-gearbox in front is used as on the more expensive models. Ditto for the adaptive air suspension, which is also standard on the 4S. The base 4S even boasts six-piston front brake calipers.In other words, while it is obviously aimed at a different clientele, and we do not have information on the exact interior spec and standard equipment, the 4S has not in any way been neutered. We expect it to be just as sporty, albeit a little less rapid, than the Turbo and Turbo S Taycans.Porsche Canada is taking orders now and expects to start delivering the Taycan 4S in the summer of
Origin: This lower-priced Porsche Taycan is the real Tesla-killer
All about car 