Porsche engineers are not exactly easy to impress. These are the people who spend their days perfecting GT3s and wringing every last drop of magic from flat-six engines and setting Nurburgring lap records.

So when two of the brand’s most senior engineering bosses drove the Hyundai Ioniq 5 N and came away buzzing like teenagers leaving an arcade, you know something interesting is happening in the electric-car world.

Also: Hyundai Ioniq 5 N Gets A Cheaper Version But You Can’t Have It

Frank Moser, Porsche’s vice president in charge of the 718 and 911 lines, admitted to Australia’s Drive that he has driven the Ioniq 5 N “several times” and called it an “eye-opening” experience.

Moser even dragged along Andreas Preuninger, the legendary head of Porsche GT cars, whose blood type is probably 98 RON premium, and definitely not amps.

From Skeptic to Convert?

Preuninger was not exactly enthusiastic at first. According to Moser, he grumbled, “I don’t want any of that electric stuff” when the idea was floated. But once they climbed inside and Moser pressed the Hyundai’s N Grin Boost button, the GT boss instantly turned into a believer.

“He was ‘wow’” Moser said, describing the moment Hyundai’s punchiest EV unleashed its full 641 hp ( 650 PS / 478 kW) and 568 lb-ft (770 Nm). “We learnt a lot from that car,” Moser told Australia’s Drive. “That’s why we decided to have a deeper look.”

It was not just the acceleration that snagged Porsche’s attention. The Ioniq 5 N’s signature party tricks, including its virtual gearshifts and synthesized powertrain noises, have Porsche seriously considering similar features for its upcoming electric 718 sports car.

Can Sound Create Soul?

Hyundai calls these systems N e-shift and N Active Sound+, and they replicate the snap of a dual-clutch gearbox and offer a selection of digital engine noises (most of them pretty lame, in my experience).

It is the kind of thing EV purists roll their eyes at, but performance engineers instantly understand. It makes the car feel alive and the driver connected to the driving experience.

“This is the way,” Moser said of the synthesized features, while making clear that Porsche wouldn’t force them on drivers.

“The customer could decide if he wants to drive in complete silent mode, or he wants to be part of the game, feeling the virtual sounds of a flat six and the virtual gear shifts,” Moser said. “That would be the direction for the future.”

Tuning the Future

Our money’s on it being part of a Sport Chrono-type option package that’ll add at least $2,000 to the bill of the new electric Porsche 718 Boxster and Cayman.

The first 718 EV arrives in early 2027, and Moser promises it will be “really lightweight for an electric car,” though he declined to reveal an exact or even ballpark weight figure.

One thing is clear: Hyundai has just influenced one of the world’s most respected sports-car makers. Who could have imagined that happening 20 years ago?

While we’re not convinced there were many Porsche customers clamoring for a high-powered electric SUV, there’s no denying that the new Cayenne Electric boasts some impressive figures, chief among them, the fact that it’s the most powerful series production model ever built in Zuffenhausen.

Read: 1,139-HP Cayenne Electric Is Porsche’s Most Powerful Road Car Ever

In Turbo guise, the Cayenne Electric produces a staggering 1,139 horsepower and sprints from 0 to 62 mph (100 km/h) in just 2.5 seconds.

That puts it squarely in hypercar territory, yet this is a full-size luxury SUV, complete with every comfort you could possibly need or not need. Porsche also claims it can cover up to 488 miles (785 km) on a single charge when driven in urban conditions.

Still, like many high-performance EVs, the Cayenne Electric’s greatest strength is matched by a significant drawback. Weight remains the elephant in the room, and in this case, it’s a glaringly heavy one.

How Heavy Is Too Heavy?

A look at the technical breakdown for the Cayenne Turbo Electric shows a curb weight of 5,831 lbs (2,645 kg) according to the DIN standard, or 5,997 lbs (2,720 kg) under the latest EU Directive, which factors in a 165-lb (75-kg) driver.

That makes this the heaviest road-going Porsche ever produced. Unless the engineers in Stuttgart have performed some kind of chassis sorcery, hiding that mass will be a serious challenge.

For context, consider the new hybrid BMW M5, a car already heavily criticized, even mocked, for its bulk. The sedan tips the scales at 5,390 lbs (2,444 kg), while the M5 Touring version edges up to 5,530 lbs (2,508 kg). The Cayenne Turbo Electric surpasses both with room to spare.

It also outweighs the Ford F-150 Raptor, which comes in at 5,710 lbs (2,590 kg), and is not far behind the Raptor R at 5,950 lbs (2,698 kg). Even standard versions of the F-150, such as the V8-powered Regular Cab at 4,948 lbs (2,245 kg) and the SuperCrew at 5,038 lbs (2,285 kg), appear relatively light in comparison.

The new all-electric Cayenne is also roughly on par with the Hyundai Ioniq 9, which weighs between 5,523 lbs (2,505 kg) and 5,908 lbs (2,680 kg) depending on the specification. However, it’s worth noting that the Ioniq 9 is a three-row SUV and is longer and wider than the Porsche.

Heavy, But Not the Heaviest

That said, the Cayenne isn’t quite as weighty as the Rivian R1S Quad Motor, which reaches an astonishing 6,824 lbs (3,169 kg). Despite that, the Rivian’s 1,025 horsepower still falls short of the Porsche’s output.

Also: BMW M5 Weighs 1,000 Lbs More Than Its Predecessor, Is Heavier Than Many F-150s!

The launch of the Cayenne Electric comes at an interesting time for the Porsche brand. Not too long ago, it had been planning to only sell the future Cayman and Boxster models with electric powertrains and had been planning a flagship seven-seat SUV, codenamed the K1, to be also sold exclusively as an EV.

Those plans have now shifted. Porsche has confirmed that all of these future models will be re-engineered to accommodate combustion power as well.

The original Cayenne supercharged Porsche’s sales, and 23 years later, the third-generation car is still the brand’s best-seller. But now the nameplate is heading into new territory with the launch of the 2026 Cayenne Electric, a battery-powered twist on the formula using lessons learned from the smaller Macan EV.

Related: Porsche’s Next Hybrids Could Get A Trick New Electric Motor

This isn’t just an electrified version of the familiar Cayenne. The new electric models ride on an entirely different platform, a version of the PPE architecture used in the Macan Electric, but stretched 5.1 inches (130 mm) to give a 119-inch (3,020 mm) wheelbase.

That wheelbase is also longer than the combustion Cayenne’s by the same amount, resulting in a healthy increase in rear legroom for passengers.

But enough about what the ruler says. Does the Cayenne Electric rule over its ICE brother when the light turns green? Damn right, it does.

There are two flavors at launch: the Cayenne Electric and the mighty Cayenne Turbo Electric. Both are all-wheel-drive, both are loaded with tech, and both are clearly designed to make you question why you ever cared about cylinders.

Most Powerful Porsche Ever

Let’s start with the showstopper. The $163,000 (plus $2,350 dest) Cayenne Turbo Electric’s dual-motor powertrain generates 844 hp (857 PS / 630 kW) in normal driving, but the Push-to-Pass boost, activated by a button on the steering wheel, throws in an additional 173 hp (177 PS / 130 kW) for 10 seconds at a time.

And the madness doesn’t end there, because with Launch Control activated, you can unleash up to 850 kW, which translates to 1,139 hp (1,155 PS) and 1,106 lb-ft (1,500 Nm) of torque.

Porsche says its most powerful production car ever goes zero to 60 mph (97 kmh) in 2.4 seconds – versus 3.1 seconds for the fastest combustion Cayenne, the Turbo GT – and gobbles up the standing quarter-mile in 9.9 seconds. Top speed? An ample 162 mph (260 km/h). Welcome to Porsche’s new performance reality.

The ‘regular’ $109,000 Cayenne Electric is plenty slower, but hardly tame. It produces 402 hp (408 PS / 300 kW) in normal driving and up to 435 hp (441 PS / 324 kW) when Launch Control is engaged. That output, and the 615 lb-ft (834 Nm) that goes with it, delivers you to 60 mph in 4.5 seconds and a top speed of 143 mph (230 km/h).

Brakes Optional

Both trims also deliver serious energy recuperation, with braking that can feed up to 600 kW back into the battery. Porsche claims that about 97 percent of routine braking situations never need to involve the physical brakes, though you can still opt for PCCB carbon rotors if you feel inclined.

Adaptive air suspension with Porsche Active Suspension Management is standard, and the Turbo adds a torque-vectoring rear differential. Both variants can be optioned with rear-axle steering and Porsche Active Ride, using active anti-roll bars, as on the Taycan, is also available.

The new 113 kWh battery pack is the heart of both models and is 13 kWh bigger than the one in the Macan Electric. Thanks to 800-volt architecture and improved cooling, the Cayenne Electric can charge at up to 400 kW under ideal conditions. A jump from 10 to 80 percent takes less than 16 minutes.

Porsche is also introducing optional inductive charging, becoming the first automaker to offer the tech on an EV in the US. Pull into your garage, park over the floor pad, and the SUV starts charging by itself at up to 11 kW.

Like A Scaled-Up Macan Electric

On the styling front, Porsche resisted the temptation to reinvent the Cayenne silhouette too radically. Instead, it sharpened it, bringing in some tricks from the Macan EV. The bonnet sits lower, the headlights are slimmer, the body lines crisper, and the doors feature frameless glass.

Out back, a 3D-effect light bar and illuminated Porsche lettering add nighttime pizzazz. Turbo Electric models get extra contrasting bits in a color called Turbonite, which sounds like something a Marvel villain would wear.

The Cayenne Electric’s new shape isn’t just for show. A drag coefficient of 0.25 makes it one of the most slippery SUVs in its class. Hidden aero flaps, a smart roof spoiler, and trick aero blades help it slice through the air and squeeze out more range. Porsche says the system constantly adjusts to changing speeds and loads, adding grip when needed and cutting drag when it’s not.

And if you’re more interested in cutting through rock trails than cutting through the air, an Off-Road Design package brings different front and rear bumpers to improve the approach and departure angles.

Related: New Cayenne Electric Packs More Screens Than A Vegas Buffet Of LEDs

Inside, rear passengers get more legroom and electric seat adjustment as standard, interior surface heating, and a panoramic roof that uses liquid-crystal tech to alter its opacity.

Then there’s the digital experience. The new Flow Display stretches across the dash with two large OLED screens for gauge cluster and infotainment duties. A 14.9-inch passenger display is optional.

There’s also an epic 87-inch head-up display with augmented reality guidance available, a new AI-driven Voice Pilot, and an upgraded app system with streaming and gaming baked in. That’s a lot of tech, but at least Porsche kept physical buttons for things like climate and volume.

A Long Wait

US deliveries of the 2026 Cayenne Electric start in late summer 2026, by which time we’ll be able to fill in blanks that include those all-important EPA range figures and maybe confirmation of the rumored mid-ranking Cayenne S with around 592 hp (600 PS / 441 kW), designed to bridge the gap between the two launch models. We’re also expecting to see the GTS badge appear at some point, as it has recently on the Macan Electric.

But don’t worry, if you’re a committed ICE fan, the combustion and plug-in hybrid versions of the Cayenne aren’t going anywhere, as they will live on well into the 2030s.

All the pictures above show the Cayenne Turbo Electric. The images in the gallery below are of the regular Cayenne Electric.

Porsche

Porsche has used their third quarter earnings call to reveal time is almost up for three different vehicles including the current gas-powered Macan. This is worth noting as the crossover is the brand’s most popular vehicle as 64,783 units have been delivered in the first nine months of the year.

During the call, Finance and IT Board Member Dr. Jochen Breckner said the current internal combustion Macan will continue production “well into 2026,” and that it will remain on sale throughout that year, “and in some markets even in 2027 based on final stocking that we will do.”]

Breckner clarified that the exact production end date hasn’t been determined, though it’s expected to occur “more or less in the middle of 2026.” He added, “As I’ve said, customers will get their cars also throughout 2026 and some even in 2027.”

More: This Audi Q5 Could Actually Be The New ICE Porsche Macan

It appears that the company will stockpile vehicles in important markets to help buy time until the redesigned crossover arrives. Speaking of which, the second-generation Macan will be offered with conventional and plug-in hybrid powertrains. They will be sold alongside the current Macan Electric.

Previous reports have suggested the upcoming model will be based on the Audi Q5 and spy photographers caught an early development prototype being tested by Porsche earlier this year.

The move makes sense as the brand is throttling back their EV push as part of a product realignment that will see “additional models featuring combustion and plug-in-hybrid powertrains.”

As Breckner noted, “Starting in 2028, a more balanced drivetrain offering will further strengthen our market position and support sustainable long-term growth.”

This effort will be supported by ICE-powered versions of the redesigned 718 as well as the next Macan, which is apparently being referred to as the “B-SUV.” Furthermore, Porsche’s flagship SUV has abandoned electric power and will instead offer gas and plug-in hybrid options.

Getting back to the 718, the current Boxster and Cayman are quickly approaching the end of the line. Production wraps up later this month and Breckner said “we are producing the very last cars these days.”

However, the automaker will still have a handful of models in inventory to help tide things over until the next-generation sports car arrives.

Porsche Is Having A Terrible Year

As for the financials, they weren’t pretty despite record deliveries in the United States. Through the first nine months of the year, Porsche’s operating profit plummeted from over €4 ($4.6) billion in 2025 to a mere €40 ($46) million this time around.

The company blamed the massive drop on a variety of factors including their product realignment strategy, challenging market conditions in China, and “one-off effects” relating to battery activities. Tariffs also played a role and it sounds like they’ll cost the company around €700 ($814) million this year alone.

To help offset the impact of tariffs, Porsche will “further strengthen” their pricing position throughout 2025 and 2026. The company has also increased prices to keep their margins at a “decent level.”

Despite the grim headline numbers, Porsche highlighted that automotive net cash flow increased from €1.24 billion ($1.44 billion) to €1.34 billion ($1.56 billion). The company said this “demonstrates the resilience of the business operations and shows that Porsche is performing robustly even under challenging conditions.”

Porsche Q3 Overview

Porsche may be scaling back its goal of making 80 percent of its lineup electric by 2030, but it’s hardly abandoning the charge. Instead, the brand is instead refining its approach, making sure its EV range mirrors the diversity of its combustion models, borrowing some of those familiar gas-era badges for the transition.

More: Porsche’s Hottest Ever Sedan Thinks It’s A GT3 RS

Now, after the base Macan Electric, the 4, the 4S, and the Turbo, it’s the GTS’s turn to join the grid. True to form, the GTS carries a more driver-focused brief, mixing sharper handling and distinct visual cues while sitting just beneath the Turbo in outright power.

What Sets It Apart?

From the outside, the GTS takes its front bumper from the Turbo, then adds black trim to the lower intakes and matching accents around the side inlets, complemented by tinted LED Matrix headlights.

A subtle set of updates follows: sharper side skirts, a bespoke rear diffuser, and a lip extension on the active rear spoiler, all finished in black.

The SUV stands on 21-inch Anthracite Gray alloys, with 22-inch RS Spyder Design wheels available for those who prefer more presence. Porsche’s paint catalog includes 15 standard and optional hues, among them Chalk, Carmine Red, and Lugano Blue, plus an additional 60 shades through Porsche Exclusive Manufaktur.

The more aggressive front and rear fascias of the GTS are part of the Sport Design Package that will become available in all trims of the Macan Electric starting summer 2026. Even so, those versions will not get the GTS-specific contrasting black accents.

Inside, the cabin is upholstered in Race-Tex and black leather. Furthermore, buyers have the option to match the interior stitching to the exterior color if they chose one of the Carmine Red, Slate Gray Neo, and Lugano Blue shades. Finally, the GTS logo is present on the steering wheel, the adaptive 18-way Sport Seats, and the graphics of the digital cockpit.

More: Porsche 718 Cayman EV Lets The Fake-911 Mask Slip

As with all 2026 MY versions of the Macan Electric, the GTS benefits from a bunch of upgrades including a digital key, new Park Assist functions, an AI-assisted Voice Pilot, improved in-car gaming options, and an increased towing capacity of 5,500 pounds (2,495 kg).

How Fast Is It?

In terms of power, the GTS slots right between the 4S and the Turbo trims of the Macan Electric. The dual-motor setup produces 509 hp (380 kW / 517 PS) in standard form and up to 563 hp (420 kW / 571 PS) with 704 ft-lbs (955 Nm) of torque in Overboost mode. This output comes from sharing the Turbo’s rear electric motor and transmission ratio.

With Launch Control engaged, 0–100 km/h (0–62 mph) arrives in 3.6 seconds, just half a second behind the Turbo. Top speed reaches 155 mph (250 km/h). Porsche says the electric GTS can cover a quarter mile in 12 seconds flat, trailing the Turbo by six-tenths.

Porsche

Rear wheel steering remains optional, but the GTS comes standard with a limited slip differential at the rear, the Sport Chrono Package, and the Porsche Torque Vectoring Plus system.

More importantly, the GTS’s air suspension receives its own calibration, with distinct damper and roll bar tuning and a lower stance. It also introduces two exclusive sound profiles tied to the Sport and Sport Plus drive modes.

More: Angry Owners Sue Porsche For Something That Isn’t About The Cars

As with the rest of the lineup, the SUV gets a 100 kWh battery pack and can complete a 10-80% charge in 21 minutes when connected to a “fast” station. Furthermore, the Taycan-sourced Track Endurance Mode cools down the battery, allowing “noticeably” longer spirited drives.

Pricing And Availability

The 2026 Macan GTS Electric is open for orders now, with first deliveries slated for spring. Pricing starts at $103,000, or around $6,500 less than the range-topping Turbo Electric, yet nearly $10,000 more than the gas-powered Macan GTS.

Despite delays and setbacks, Porsche’s next-generation 718 Cayman is creeping closer to reality. So close, in fact, that in these latest spy shots you could almost reach out and touch it. Our photo team got up close to the first-ever electric Cayman outside the Nürburgring, capturing key design details for the first time.

Previous prototypes always hid the shape of the rear-quarter window line with false bodywork and heavy vinyl, but now we can finally see how the real thing will look. The test car still wears fake chrome trim to disguise the outline, as if trying to fool us into thinking we’re looking at a 911.

Even so, it’s clear that the next-generation 718 will have a much more pronounced kick-up in the window line behind the door than its bigger brother does.

Related: Porsche Is Sneaking Gas Power Back Into The Next 718

The kick isn’t as extreme as the one on the current Cayman, though. Looking back at the 2021 Mission R electric racecar concept that gave us our first taste of how a next generation Cayman could look, you can see the exact same line, along with headlights that appear very similar to the trick LED Matrix units fitted to this prototype.

Active Aero

The front and rear bumpers remain covered, but enough is visible to confirm some version of the vertical aero slats seen on the new 911 GTS and Turbo models. That detail, along with a set of optional carbon-ceramic brakes, shows Porsche isn’t letting the switch to electric dull its performance focus.

Expect the active aero elements and clever airflow management to play a major role in both battery cooling and aerodynamic efficiency.

Underneath, the Cayman EV rides on a dedicated electric architecture with the batteries mounted vertically behind the driver.

Power figures remain secret, but Porsche insiders have hinted at dual-motor all-wheel drive setups and sub-4-second 0-62 mph times for the higher trims. Base cars will get a single motor and rear-wheel drive.

Baldauf

An ICE Comeback

For anyone mourning the end of the flat-six era, there’s a glimmer of hope. Porsche recently confirmed that, due to strong customer demand, combustion-powered versions of this next-generation 718 are also in development.

The petrol models will sit at the very top of the range, likely limited-production specials aimed at purists who still crave a manual gearbox and exhaust noise.

They’re some years away though, meaning all eyes will be on the electric Cayman and its convertible Boxster sibling when they debut next year.

If Porsche knew five years ago what it knows now about the health of the electric market, it probably wouldn’t have gone all-in on electric power for the 718s, and it’s true some Porsche fans will be turned off by the idea of them being EVs.

However, having sampled the electric Taycan sports sedan, we’re in no doubt that it’ll still be great to drive. We’ll find out for sure in 2026.

Baldauf

Ambition has always been Mate Rimac’s calling card, and it seems his next move could redefine the balance of power in Europe’s hypercar world. The founder of Rimac and current head of the Bugatti Rimac group, Mate Rimac, has revealed that he wants to buy out Porsche’s stake in the joint venture.

If a deal like that were to go through, it would hand him full control over the company and the direction of both the Rimac and Bugatti brands, while potentially giving Porsche a welcome financial boost as it contends with declining sales.

Who Holds the Keys?

Rimac and Bugatti famously came together in 2021 through a complex tie-up where Porsche gave Mate Rimac control of Bugatti in return for a greater stake in the Rimac Group. As it stands, the Rimac Group owns 55 percent of Bugatti Rimac, with Porsche owning the remaining 45 percent.

Read: Rimac Might Buy Porsche Out And Take Over Bugatti

At the time of that original deal, Mate Rimac owned 37 percent of the Rimac Group, while Porsche held 24 percent, Hyundai 12 percent, and a mix of smaller investors made up the final 27 percent.

Mate Rimac has reportedly made a preliminary offer for Porsche’s 45 percent stake earlier this year, valuing the joint venture at over €1 billion or $1.1 billion. He now confirmed that he wants to take over the joint venture with the assistance of an unnamed international investor group and private equity funds.

The Next Move

“It’s no secret that we are in discussions,” he told Bloomberg. “I just want to be able to make long-term decisions, to make long-term investments, and to do things in a different way, without having to explain to 50 people. When you negotiate with a corporation, there are so many factors. It’s families, it’s multiple families. It’s an emotional topic.”

More: Porsche’s EV Plans Collapse, Flagship SUV To Launch With Gas Instead

Porsche had previously attempted to raise its share in the joint venture, but those plans ultimately fell through.

Now, with the German sports car maker facing a significant drop in sales this year, shelving projects such as the K1 SUV, and scaling back some of its electric vehicle ambitions, it may see this as the right moment to sell its stake in Bugatti Rimac.

Imagine the feeling of getting a call from the police that they’ve found your stolen Porsche 911, but that it’s been burned to the ground. No doubt, that would be rough for anyone, but for one man in Brazil, the call got even worse, because police think he’s the one who did it – and it seems like the video evidence they possess is pretty convincing.

Read: A Prototype Exploded Inside Faraday Future’s HQ Leaving The LA Building Condemned

The incident happened in Lapa, a rural town in the Curitiba metro region of Brazil. According to local outlet G1.globo, the owner told the police that he was the subject of an ambush.

Armed individuals in a truck stole his car with him in it, drove it down a deserted road, and then set it on fire. In fact, he went to the hospital for burns, which initially seemed like clear evidence of his credibility.

Caught on Camera

State Highway Police didn’t just take the man at his word, though. It turns out that of all the rural roads in the area, the place where the Porsche burned down, just happens to have a security camera nearby.

Police say that the man who walks up to the car and sets it on fire bears a striking resemblance to the owner. The clothes even matched, and police think they know what the motive was, too.

Evidently, the 911 in question, reportedly worth around R$700,000 (roughly $120,000 USD) was subject to expensive unpaid tax debts. The Civil Police in the area confirm that the situation is under investigation of being a false crime report. That said, they haven’t released the name of the owner, nor have they made any arrests.

A Fiery Mistake

Video from the scene doesn’t show any kidnappers, a truck, or anyone other than the man who allegedly sets the car on fire. Whoever it is seems to stop and take a moment to consider what they’re about to do before lighting some sort of accelerant in the Porsche. The fire is so violent at first that the man in question recoils as it grazes him.

It’s unclear where the case will go from here, but hopefully justice will be served. If this owner did indeed set his very special car on fire in front of the only camera within miles, it feels like karmic justice.

Sources: G1.globo | H/T to ÁTILA!

Legal trouble is circling Porsche in the United States, but this time, the controversy isn’t about its cars. The German automaker is under scrutiny over claims that its home charging units fail to deliver the charging speeds owners were promised.

The lawsuit, recently filed in the U.S. District Court for the Northern District of Georgia, takes issue with the Porsche Mobile Charger Plus and Porsche Mobile Charger Connect devices.

The Devices in Question

Both of these chargers are available to Porsche owners and allow for easy home charging. When plugged into an outlet providing at least 40 amps, they can charge a car’s battery in between 9.5 and 10.5 hours.

However, the new filing alleges that these units tend to overheat, potentially damaging outlets and creating a fire risk. It also claims that charging times can be nearly double what the company advertises, leaving owners waiting far longer than expected to hit a full charge.

Read: Porsche Settles Leaky Sunroof Lawsuit, But Some Owners Get A Better Deal Than Others

This isn’t Porsche’s first encounter with charger-related complaints. In 2023, the company faced a similar lawsuit over allegedly defective home chargers. To address that case, Porsche agreed to reimburse customers and introduced an updated unit featuring a temperature sensor. But the latest legal filing argues that these steps were cosmetic, not corrective.

“After the original complaint was filed in this case, PCNA offered reimbursement for third-party chargers and, most recently, replacement devices that merely add a temperature sensor,” the lawsuit states.

“These steps did not solve the underlying problem: charging times far longer than advertised, before and after the Charger Restriction, limiting consumers’ ability to use their vehicles when needed and as advertised.”

It has also been claimed in the new lawsuit that Porsche has long known about the problem, but has failed to address it and has not issued a “recall, repair, replacement, or other program.”

Plaintiffs Paul Herdtner of Kansas, owner of a 2020 Taycan 4S, and John Holby of Illinois, who owns a 2021 Taycan Turbo, are leading the case.

Sources: CarComplaints