Lotus has the Porsche Taycan and Tesla Model S Plaid in its sights, with a high-performance sedan undergoing final testing.
The 2023 Lotus Envya – as it’s expected to be called – has been seen with minimal camouflage in the Arctic Circle, but it seems not everything went to plan.
The electric Lotus sedan – codenamed Type 133 – was caught on camera while testing, complete in a celebratory wrap marking the British car-maker’s 75th anniversary.
After a short drive in the snow, our European spy photographer partners report the Lotus was then loaded onto the back of a tow truck.
The Lotus is positioned to compete directly against the electric Porsche Taycan, based on the same Electric Premium Architecture that underpins the Lotus Eletre SUV.
The larger SUV is fitted with a 112kWh battery pack, with either 450kW/710Nm or 675kW/985Nm on tap from its dual electric motors, depending on the variant.
Driving range is claimed up to 600km from the Eletre SUV, or up to 490km for the higher-powered version – though these figures should improve thanks to the Type 133’s low-profile body.
The 800-volt platform can accept DC fast-charging up to 350kW, recharging the battery from 10 to 80 per cent in just 20 minutes, according to Lotus.
Like the Eletre, the sedan is also expected to feature ‘active aero’, with the large air intake in the front bumper able to open or close to help improve battery consumption.
It’s not yet confirmed whether the Type 133 sedan will be called the Envya, however trademark filings suggest it could potentially be called the Etude, with the two badges registered at the same time.
While the Porsche Taycan is believed to be the main competitor for the Lotus, the Type 133 should also provide an alternative for those considering a Tesla Model S Plaid.
The test car seen in the images has also been fitted with a roll cage inside, along with a pair of Recaro sports seats – with the additional safety gear suggesting the car will be driven to its limits during testing.
Given the car’s livery, the Lotus Type 133 should be revealed to the public in the coming month, though there’s no word on when the vehicle will be available to Australian buyers.
Chinese brand Great Wall Motors (GWM) is preparing to go hunting for the Toyota HiLux GR Sport and Nissan Navara Pro-4X Warrior with a new version of its GWM Ute.
The 2023 GWM Ute is set to gain an off-road-oriented flagship variant to rival top-of-the-range Toyota HiLux, Ford Ranger, Mitsubishi Triton, Nissan Navara and Volkswagen Amarok, government documents reveal.
The company has certified a new version of the dual-cab GWM Ute for sale – provisionally dubbed ‘Off-Road’ – with upgraded suspension, off-road bumpers and side steps, and taller all-terrain tyres.
GWM Haval Australia has been contacted for comment on launch timing for the new model, however the company typically introduces vehicles three to six months after they are certified for sale, if history is a guide.
Already on sale in China, the flagship GWM Ute gains off-road side steps, a snorkel, new front and rear bumpers with tow hooks, black wheel-arch flares, a black metal sports bar, and black 18-inch wheels with larger 265/65 R18 all-terrain tyres (vs 265/60 R18 on standard versions).
Ground clearance is listed as 34mm higher (now 228mm), while there is upgraded suspension with increased wheel travel, and 28mm-wider front and rear wheel tracks.
Specifications in China list approach and departure angles of 30 and 26 degrees respectively without a towbar, a 700mm wading depth, and 40 per cent maximum climb grade.
Features in China are listed as front and rear differential locks, multiple off-road driving modes, a front-mounted winch, and a ‘tank turn’ function that brakes the inner rear wheel to reduce the turning circle on loose surfaces.
There is also additional underbody protection, Cooper or BFGoodrich all-terrain tyres, nitrogen-filled shock absorbers, red-painted brake calipers and coil springs, steel front and rear bumpers, and roof racks.
Chinese models also gain a unique black and red interior, but it is unclear if this will be available in Australia.
There are no changes to the engine, which remains a 120kW/400Nm 2.0-litre turbo-diesel four-cylinder, with an eight-speed automatic transmission and part-time four-wheel drive. Four-wheel disc brakes remain.
Whether on the back of a 911 or a Cayenne, the GTS badge has always denoted a special kind of Porsche. Now the electric Porsche Taycan gets the GTS treatment.
Nothing prepares you for it. It’s visceral, punching you in the guts, grabbing your heart in its sweaty fist and squeezing to the point of breathlessness. It’s the first heady rush of acceleration, a rush of speed unencumbered by the limits of traditional internal combustion.
It shouldn’t come as a surprise anymore.
Meet the 2023 Porsche Taycan GTS, the mid-spec variant in the wider Taycan range that takes everything you think you know about the physics of driving and then stomps on it.
Yes, there are faster Taycans – Turbo and Turbo S anyone? – but in terms of bang-for-your-not-inconsiderable-buck, the GTS, like that storied three-letter badge does in just about any Porsche range, hits the sweet spot, blending driving dynamics with a level of affordability (in the world of Porsche ownership at least) that a Turbo or Turbo S can’t match.
And yet, while that hallowed Turbo badge speaks volumes, the GTS emblem has, over the years, created its own mystique. Simply, it’s a variant for those in the know, the thinking person’s Porsche.
We’ve said it before about the 911 GTS, and the Macan GTS, perhaps even the Cayenne GTS.
And now we’re equally as adamant that the Taycan GTS is the variant to have if you’re in the market for an electric performance Porsche.
How much does the Porsche Taycan GTS cost in Australia?
The Porsche Taycan range is a strong one, some eight variants across two body styles – sedan and wagon, aka Cross Turismo.
The range starts from $159,700 before on-road costs for the entry-level rear-wheel-drive eponymous Taycan. Next on the ladder is the 4S AWD starting from $198,800 before on-road costs, before getting to the GTS AWD we’re testing here.
Then it’s turbo time (yes, we know, electric cars aren’t turbocharged but Porsche is doggedly sticking to its traditional naming conventions) with the Turbo AWD from $281,900, and finally Turbo S AWD from $352,600, both before on-road costs.
Add in three Cross Turismo variants – Taycan 4, 4S and Turbo Cross Turismo – and buyers playing in this rarified air of electric cars are spoilt for choice.
On test here we have the 2023 Porsche Taycan GTS with a starting price of $241,900 plus on-road costs. That outlay scores you a lot of Porsche, a lot of Taycan, and a lot of GTS.
Like the broader GTS portfolio, the Taycan GTS is distinguished from other Taycan variants via a number of visual cues, inside and out.
Externally, there are plenty of the GTS’s signature black elements. Black is everywhere. From smokey headlights, inside the front bumper, GTS model designation, external mirrors, and standard-fit 20-inch alloys pilfered from the Turbo S finished in satin black.
Our test car came fitted with a slew of options, the most visible a set of gorgeous 21-inch RS Spyder Design alloy wheels finished in satin black.
All up, our test car carried over $47,000 worth of options, bringing the as-tested price to $289,170 plus on-road costs.
Key details
2023 Porsche Taycan GTS
Price
$241,900 plus on-road costs
Colour of test car
Carmine Red
Options
GTS Interior package in Carmine Red – $8370
Porsche Dynamic Chassis Control (Sport) – $6870
21-inch RS Spyder Design wheels – $5520
Carmine Red (exterior colour) – $5000
Rear-axle steering – $4300
On-board 22kW AC charger – $3500
Passenger display – $2150
Carbon door sills – $2120
Four-zone climate control – $1720
Porsche Design Sub-second clock – $1390
Electric charging cover – $1310
Home energy manager – $1150
4+1 seats – $1000
Ambient lighting – $890
Key in exterior colour – $780
Ioniser – $600
Porsche logo puddle lights – $600
How much space does the Porsche Taycan GTS have inside?
The interior is typically Porsche, at once comfortable (at least for those in the front row) and sumptuous.
Our test car wore the optional GTS interior package in Carmine Red ($8370), which brings a host of red elements to the cabin including contrast stitching everywhere you care to look and those racy red seatbelts you can see in the photos. Necessary? Not by a long shot, but it does work in this context.
Acres of Race-Tex microfibre – on the seats, the doors, the centre stack, the steering wheel – are augmented by leather accents, giving a decidedly purposeful air to the cabin.
The low-slung sports seats (with GTS embroidered logos on the headrests, in red, of course) are comfortable albeit a touch firm. Power adjustment (18-way) with memory function makes for an easy time of finding the perfect driving position. The steering wheel, too, is power adjustable for tilt and reach.
You do sit low in the cockpit, adding to the feeling that this is a proper sports car, even if it does have four doors and a second row. It simply feels like a Porsche, no bad thing.
The second row isn’t as inviting as the front, the space afforded passengers a touch tight. That’s partially down to the Taycan’s sloping roofline that impacts headroom. But even without that encumbrance, the available foot, knee and leg room is on the frugal side of interior comfort.
It’s also best served as a four-seater, the middle pew at once hard – both the seat itself and the backrest – and uncomfortable. And the middle position also misses out on those Carmine Red seatbelts, making do instead with plain old black. It’s clear ergonomically and visually that this is a 4+1 seater.
A minor gripe is the lack of storage options. There’s a small central bin and a pair of cupholders, but the useful little cubbies for things like keys and wallets are absent. The door pockets err on the side of small too.
Luggage capacity is decent, with 84L, enough for a couple of overnight bags, in the cavity under the bonnet up front and a healthy 366L in the boot. There’s no spare wheel either, the Taycan GTS equipped with a tyre repair and inflation kit to get you out of a flat hole.
2023 Porsche Taycan GTS
Seats
Five
Boot volume
366L seats up
84L under bonnet
Length
4963mm
Width
1966mm
Height
1381mm
Wheelbase
2900mm
Does the Porsche Taycan GTS have Apple CarPlay?
From launch the Taycan arrived with Apple CarPlay, but not Android Auto. In late 2022 that changed, and Porsche saw the light, unlocking in-car phone mirroring for the 71.8 per cent of smartphone users (as per Statista, 2022) who live on the Google side of life.
While smartphone integration isn’t the be-all-and-end-all, the decision to cover both platforms is a good one. Cars produced in the last quarter of 2022 come with the tech, but owners with an older Taycan are able to have update the infotainment at their next service with wireless connectivity for both Apple CarPlay and Android Auto.
Beyond that, the tech set-up in the Taycan is a gem. It’s anchored by a central 10.9-inch touchscreen running Porsche’s Communication Management (PCM) and Porsche Connect systems, with satellite navigation, DAB+ radio, as well as a host of customisation options to personalise your Porsche experience.
Porsche Connect, as the name suggests, connects to a variety of online services such as music streaming via Spotify. It’s a bit pointless in this day and age of smartphone connectivity (unless you’re an Android user, maybe).
A second screen integrated into the dash in front of the passenger mirrors the main screen, and while it’s a novelty, it’s also a novelty probably not worth the $2150 outlay needed for this optional extra. It can be switched off if needed.
Porsche’s curved 16.9-inch digital instrument cluster is excellent, with an easy to read interface that is customisable to display the information you want. It’s a refreshing interpretation of the technology. A crisp head-up display adds another dimension to driver information.
Is the Porsche Taycan GTS a safe car?
While Australia’s safety body, ANCAP, has not tested the Porsche Taycan locally, its European counterpart, Euro NCAP, awarded the electric Porsche five stars in 2019.
The European safety authority scored it 85 per cent for adult occupant protection, 83 per cent for child occupant, 70 per cent vulnerable road user, and 73 per cent for safety assist systems.
2023 Porsche Taycan GTS
ANCAP rating
Unrated
What safety technology does the Porsche Taycan GTS have?
Porsche’s full suite of active safety technologies is bundled into the Taycan GTS. Autonomous emergency braking, active lane-keep assist and lane-change assist, adaptive cruise control, cross-road assist, exit warning, front and rear parking sensors, and a 360-degree surround-view camera are all standard.
A complement of airbags covers both rows of occupants.
And for those with little ones, the outboard rear seats are fitted with ISOFIX child seat anchors.
How much does the Porsche Taycan GTS cost to maintain?
Porsche covers the Taycan GTS with its standard three-year/unlimited-kilometre warranty, while the battery is warranted for eight years or 160,000km.
Service intervals are every two years or 30,000km, whichever comes first. Porsche does not provide capped-price servicing for the Taycan.
Comprehensive insurance for the Taycan GTS runs to $7962.76 annually based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
At a glance
2023 Porsche Taycan GTS
Warranty
Three years, unlimited km
Service intervals
24 months or 30,000km
Is the Porsche Taycan GTS energy-efficient?
The Taycan GTS is fitted with Porsche’s 93.4kWh ‘Performance Battery Plus’, giving it a claimed range of 485km, more than any other Taycan in the range.
That 485km claim is under optimal conditions, of course, and the reality is we were seeing a touch over 400km of indicated range under normal conditions.
Porsche reckons the Taycan GTS will use 25.9kWh/100km under normal conditions. Here, the news is better, our week with the all-electric Porsche returning an indicated 24.67kWh/100km. That was over a week of mixed driving, including traffic, urban and highway. Credit where it’s due, it’s rare a car, any car whether electric or internal combustion, will better its consumption claim.
The Taycan GTS is fitted with an 800-volt electrical system. It supports DC charging at up to 270kW. Using a 350kW fast charger will see the battery replenished from five to 80 per cent in around 23 minutes (at a maximum rate of 270kW). A more common 50kW DC fast-charger will take just over 90 minutes, while an 11kW home-installed wallbox will take around nine hours to recharge the battery from 0–100 per cent.
The Taycan GTS also comes with a three-year subscription to the Chargefox network of ultra-rapid chargers.
Like the broader Taycan range, the GTS does feature a level of regenerative braking that harvests the energy from coasting and braking. There are three settings for energy recuperation – Off, On and Auto. It’s not as aggressive as some systems we’ve experienced, and there’s no level for single-pedal driving.
Energy Consumption – brought to you by bp
Energy Efficiency
Energy Stats
Energy cons. (claimed)
25.9kWh/100km
Energy cons. (on test)
24.67kWh/100km
Battery size
93.4kWh
Driving range claim (WLTP)
485km
Charge time (11kW)
9h 00min
Charge time (50kW)
1h 33min
Charge time (270kW max rate)
22.5min (claimed 5–80%)
What is the Porsche Taycan GTS like to drive?
The beauty of the Porsche Taycan GTS is in just how multi-purposed it can be. Make no mistake, this is a grand tourer capable of swallowing up vast distances while barely raising a sweat.
But when push comes to shove (and you’ll feel the ‘shove’ in every part of your body), the GTS is capable of transforming into an accomplished and prodigious sports car.
Two permanent magnet synchronous motors, one at the rear axle and one at the front, combine for total outputs of 380kW and 850Nm.
But using launch control will see that power number boosted to 440kW for a fleeting moment, enough to propel the GTS from 0–100km/h in a scant 3.7 seconds. Yes, the Turbo and Turbo S are quicker to the benchmark sprint, but we’d argue 3.7 seconds is all you’ll ever need.
On the road, the Taycan feels composed and comfortable, as easy to drive at 50km/h as it is at faster speeds. Drive modes – Normal, Sport and Sport Plus – alter the characteristics, sharpening throttle response, adding weight to the steering, and stiffening the dampers as you climb through the modes.
The reality is, Normal delivers all you could ask from from a performance perspective, certainly in day-to-day driving, the GTS still a firecracker when you want it to be and supremely compliant when you need.
There’s still that neck-snapping delight under firmer throttle, but driving the GTS like an adult provides an effortless time behind the wheel.
Porsche’s Active Suspension Management (PASM) system with adaptive air suspension keeps things supple and grounded under wheel. There’s a hint of firmness, even in the suspension’s softest setting, but it never strays into uncomfortable territory, even in their sportiest settings. Instead, the dampers do a great job of keeping the Taycan GTS flat, even through some more adventurous driving, while telegraphing directly to the steering wheel and the seat of the pants what’s happening underneath. Confidence-inspiring? You bet.
The steering (electromechanical) adds to that feeling of confidence with a responsiveness that is exemplary, even the lightest inputs transmitted directly to the wheels.
Those steering inputs were relayed to all four wheels, our test car fitted with the $4300 optional rear axle steering package. At speeds under 50km/h, the rear wheels turn in the opposite direction to the fronts for greater manoeuvrability around town and parking, while at speeds over 50km/h the system turns the rear wheels 2.8 degrees in the same direction as the fronts for even greater improved cornering and handling.
Tackle some rural back-road corners and all that clever engineering comes together in a performance that is as refined as it can be visceral. Throw it at some corners with intent and the GTS responds with alacrity and purpose, assured under braking, poised and beautifully balanced when turning, and otherworldly when accelerating out of corners with the energy – seemingly – of NASA’s Saturn V rocket.
It’s far quieter, though, even if Porsche’s Electric Sport Sound generator hums away in the background, both inside and outside the cabin. The generator does its best to approximate the crescendo build-up of acceleration, increasing in pitch and volume in line with your right foot on the throttle. It’s a bit gimmicky, and a bit silly. It’s certainly no mechanical roar of a flat-six in full song.
Key details
2023 Porsche Taycan GTS
Motor
Dual permanent magnet synchronous
Power
380kW (440kW with overboost)
Torque
850Nm
Drive type
All-wheel drive
Transmission
Single-speed (front)
Two-speed (rear)
Power to weight ratio
166kW/t (192kW/t Boost mode)
Weight (kerb)
2295kg
Spare tyre type
Tyre repair kit
Turning circle
11.7m
Should I buy a Porsche Taycan GTS?
The GTS badge has long been regarded as the ‘sweet spot’ in any Porsche range. And it’s no different here.
Faster than the Taycan models below it, yet not as brutally quick as those above it on the ladder, the 2023 Porsche Taycan GTS provides a beautiful blend of comfort, luxury and performance.
It delivers by every measure – as comfortable around town as it is scintillating away from urban constraints – the Taycan GTS is in almost every way an accomplished, dare we say complete, Porsche.
