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Porsche Is Building a Hotter, Track-Devouring Cayenne Coupe

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  3. Porsche Is Building a Hotter, Track-Devouring Cayenne Coupe

We’ve heard rumors of a track-focused model for a while, and it looks like Stuttgart is making it happen.

You don’t trot out Walter Röhrl for fast laps at the Hockenheimring if you’re just doing a photo op with a pedestrian SUV. That’s why Porsche has our complete attention with the latest release, which features the legendary rally driver (and, more recently, Porsche test driver) getting some wheel time in a new version of the Cayenne Coupe.

Now, hold that thought and flash back to a few years ago, when our own Jonny Lieberman heard from a well-placed insider that Porsche’s GT division was finally going to do an SUV—the slinky Cayenne Coupe, per the source. Meanwhile, across the hall, senior editor Scott Evans heard directly from Mr. GT himself—Andy Preuninger, head of said division—that Porsche Motorsport was responsible for turning a “regular” Porsche 4.0-liter, twin-turbo V-8 into the Lamborghini Urus’ 641-hp mill. That official output, by the way, is almost certainly an understatement.

Scratch Lamborghini’s hatch, maybe Sant’Agata returns the favor. It’d make sense to use such an engine to vault a track-oriented Cayenne Coupe over its already potent GTS version, which makes 453 horsepower and can hit 60 mph in just 3.8 seconds—a little slower than the Turbo Coupe, which makes 541 horsepower, but more fun around the track. With a little more power and better brakes, it’d give the Turbo Coupe a run for its money in the figure-eight test, too. A lot more power, as we speculate it’ll get, and it’d leave the Turbo Coupe in the dust.

That seems to be what Porsche is cooking up here. Listen carefully to what Porsche says about what Röhrl is testing: an SUV that will claim “best-in class performance … designed and developed even more single-mindedly to provide the ultimate in terms of longitudinal and lateral dynamics.” If this studied phrasing is to be believed, Porsche wants this upcoming Cayenne Coupe variant to whup all comers around a track.

Porsche also details some changes to the front axle: more negative camber and a half-inch wider front wheel ensure that there’s more grip available from the 22-inch Pirelli P Zero Corsa tires we spy on the prototype. The gold calipers suggest the company’s carbon ceramic brakes are employed; we’d expect nothing less.

A track-optimized, best-in-class performing SUV sure sounds like something that could emerge from the GT division. Whatever name it adopts—Cayenne Coupe GT, Cayenne Coupe GT5, something else entirely—we expect it to both improve upon the honed dynamics of the GTS and the startling acceleration and stopping power of the Turbo Coupe. Given the apparent late state of development here, with Porsche doing final calibrations, it shouldn’t take long for us to find out exactly what this thing is. But if it walks like a GT, and grunts like a GT, it’s probably a GT.

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Tesla Model S Plaid Fast-Charging and Range Test: How Far Can It Go?

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When the now popular Tesla Model S electric car was first introduced in 2012, there were no Superchargers available. Today, there are 25,000 Tesla Superchargers around the world, and with the Model S Plaid adopting a new powertrain, Tesla was able to re-design the battery to take advantage of the third-gen 250-kW Supercharger. Despite Tesla still using the 18650 form-factor cylindrical battery cells, these now have improved chemistry to deliver higher performance and durability. (This is the fourth major chemistry improvement since the first Model S.) With it newest 100-kWh battery pack, Tesla claims the Plaid can recover 187 miles of driving range in 15 minutes of charging at a V3 Supercharger. But just how realistic is that claim in practice? 

First, a little background on charging an EV in general. Many factors are in play to determine the charging performance, from ambient temperature to battery temperature to state of charge to charging station type. As a result, charging rates do vary in practice. Lithium-ion batteries have a certain working temperature range, typically 40-130 degrees Fahrenheit, and the higher end of the range is typically conducive to rapid charging. For an electric car that has sat unplugged overnight or in cold weather, charging time is prolonged. In a Tesla, when a driver puts a Supercharger into the navigation as its destination, the car preconditions the battery pack for rapid charging before it reaches the plug.  This helps to deliver a more consistent rapid-charging experience and eases congestion at charging sites. 

The V3 Supercharger

In our testing, with a preconditioned battery pack and an ambient temperature of 71 degrees, the Tesla Model S Plaid needed 51 minutes to charge from 5 to 95 percent, which added 87 kWh. The latter figure indicates the usable battery capacity is about 97 kWh, with 3 kWh as a buffer. As shown in the charging curve, it indeed reached the 250-kW maximum V3 Supercharger rate and sustained that figure for the five minutes it took to charge from 10 to 30 percent. 

In order to take advantage of peak charging rate, showing up to a Supercharger with the Model S Plaid depleted to between zero and 5 percent of its full charge is the optimal starting point. After the peak, the charging rate gradually ramped down as the pack’s state of charge increased. (Imagine people rushing into an elevator: It’s easy when the elevator is empty, but as more people get in, it takes longer to let them find space to wiggle through.) If you’re on a road trip, 60 percent is a good point to stop charging the car and continue driving until you reach the next Supercharger. The reason is, after 60 percent, the charging rate begins to dip below 2 kWh per minute, so you may as well go to the next charging site, at least from a pure time standpoint. And hey, 18 minutes of charging time is good for another bathroom break. 

As for Tesla’s claim of adding 187 miles of range in 15 minutes of charging time, it is pretty dead-nuts accurate with a Model S Plaid. (At least with the standard 19-inch Tempest wheels.) However, this can only happen when you begin charging the car when it already has a low amount of juice remaining. And on a Model S Plaid with the more energy consumptive optional 21-inch wheels, you are looking at adding 167 miles of range in 15 minutes. 

Tesla Model S Plaid with 21-inch Arachnid wheels

SOC Time Recharged 

Energy

Recharged 

MT est range

(highway/city/)

Recharged

EPA 

est range

Recharged 

Drag Strip 

est range

5% to 30% 6 minutes +24 kWh 75/82 miles 84 miles 2.4 miles
5% to 55% 15 minutes +48 kWh 151/165 miles 167 miles 4.8 miles
5% to 60% 18 minutes +52 kWh 163/178 miles 181 miles 5.2 miles
5% to 70% 23 minutes +63 kWh 198/216 miles 219 miles 6.3 miles
5% to 80% 31 minutes +72 kWh 226/247 miles 251 miles 7.2 miles
5% to 90% 41 minutes +81 kWh 254/278 miles 282 miles 8.1 miles
5% to 95% 52 minutes +87 kWh 273/298 miles 303 miles 8.7 miles

Range: Dragstrip vs. EPA vs. MotorTrend’s Real-World Estimate

Manufacturers love to talk about their electric cars’ range to sell people on buying an EV, but in reality, range is heavily dependent on the way you drive, traffic, and weather conditions. The Model S Plaid with 21-inch wheels uses 2.5 percent of its battery to finish a quarter-mile run on a racing dragstrip, so in theory—we didn’t actually launch it repeatedly until its battery died—it has roughly 10 miles of range if used for 40 consecutive dragstrip runs. Tesla says the Model S Plaid with the 21s has an EPA-estimated 348 miles of range, and that is according to EPA’s conditions and using a mix of 55 percent highway and 45 percent city driving. See the range difference from different use cases there? 

We took the Tesla Model S Plaid on separate road routes for highway (70-75 mph) and city driving, then looked for the efficiency. We drove the car four times on each route, two times with air conditioning on and set to 72 degrees, and two times with it off and only the fan on.

With the ambient temperature below an average of 75 degrees, we saw 3.43 miles/kWh for city driving and 3.14 miles/kWh on the highway. Using the same EPA highway-to-city ratio, our theoretical measured range is 318 miles. 

Multiply the number with energy, and you can reveal the estimated range. For example, on a road trip, chances are you would drive mostly on a freeway or highway, so you’re looking at 305 miles of total range. However, in real life, chances are you are not driving from a fully charged pack to empty. Let’s say you recharged 72 kWh (from 5 to 80 percent): Expect about 226 miles of driving on a freeway at 70-75 mph. 

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No Yoke, the Refreshed Tesla Model S Ditches the Round Steering Wheel Entirely

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  3. No Yoke, the Refreshed Tesla Model S Ditches the Round Steering Wheel Entirely

It’s yoke or nothing for buyers of the updated electric sedan.

Despite it appearing in images pulled from Tesla’s own website, as well as making cameos in a handful of the automaker’s test cars, a traditional round steering wheel is not in the cards for the refreshed Model S electric vehicle. Instead, the brand is committing to the funky yoke-style steering device that the updated luxury sedan debuted with, which looks much like a normal steering wheel sans the upper rim. For those with a knack for pop culture, think of the steering setup used by Knight Rider‘s K.I.T.T.

Admittedly, we rather like the design of Tesla’s new tiller (admit it, it looks cool), however, we were left underwhelmed by its execution after a week of living with a so-equipped Model S Plaid. This was especially true when driving at lower speeds where the car’s quick, but not quick enough, 14.0:1 steering ratio made it difficult to complete near-full-lock turns without awkwardly fumbling for the device’s (purposely) missing upper rim out of habit. 

We’ve heard a variety of reasons for Tesla’s decision to fit every variant of the new Model S (and presumably the similarly updated Model X SUV), ranging from the company’s hope to improve visibility to the car’s gauge cluster to its desire to create a better Autopilot experience, but we have yet to hear any rumblings that the automaker has any plans to offer a traditional steering wheel as an alternative to the yoke. 

Sources within Tesla revealed the steering wheels seen fit to aforementioned 2021.5 Model S prototypes were strictly there for engineering purposes. Nevertheless, it’s clear Tesla has the resources and capability to build and offer a more traditional steering wheel for the updated Model S. While the revised EV is currently offered exclusively with the yoke, it’s possible a more typical steering wheel may find its way to the car’s cabin as an optional feature in the future. After all, Tesla moves quickly and the brand may simply decide to fast-track production of a full-rimmed steering wheel for the refreshed Model S if enough customers find the yoke more charming in theory than in practice.

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You Can Buy Ken Block’s Menacing 1977 Ford F-150 Hoonitruck

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  3. You Can Buy Ken Block’s Menacing 1977 Ford F-150 Hoonitruck

The 914-hp, Ford-GT-engined Ford pickup premiered in Gymkhana 10.

The widebody F-150 pickup truck premiered in Gymkhana 10, where the tire slayer wreaked havoc through Route 66 in Shamrock, Texas. He topped off his tire-slaying tour by drifting around a drove of artfully staged rusted vintage cars. But the career highlight of this custom Ford F-150 came when it conquered the allegedly most dangerous road in China, the Tianmen Shan Big Gate Road located within Tianmen Mountain National Park.

Peeking through the hood is a 3.5-liter twin-turbo V-6 EcoBoost pulled from the Ford GT Le Mans race car. The modified engine develops 914 horsepower and 702 lb-ft of torque, routed to all four wheels via a Sadev six-speed gearbox. The customization includes a tube frame chassis and military-grade aluminum bodywork, finished in the signature matte black and gray color scheme. It has a carbon fiber dashboard, Recaro race seats, FordPass remote start, and a backup camera.

The raucous Hoonitruck comes fitted with a uniquely designed set of Fuel Block forged beadlock wheels painted in gloss white and rides on ST/KW suspension. Because the widebody flares make the pickup truck just over 79 inches wide, an issue during transportation. Detroit Speed in Mooresville, North Carolina, designed the Hoonitruck to be highly modular. If any problem arises or in case of an accident, the truck can be taken apart and rebuilt on-site.

Detroit Speed built the hardcore F-150 pickup from the ground up, and it reportedly cost upwards of $1.5 million to bring to fruition. LBI Limited is handling the sale, and the asking price is a mind-boggling $1.1 million—a decent discount, we suppose? Additional parts included in the listing are an extra 3.5-liter V-6 EcoBoost engine, wheels, body panels, and suspension components.

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