{"id":41689,"date":"2026-11-10T10:31:58","date_gmt":"2026-11-10T08:31:58","guid":{"rendered":"https:\/\/petrolheads.ee\/?p=41689"},"modified":"2026-11-10T15:02:26","modified_gmt":"2026-11-10T13:02:26","slug":"taycan-gts","status":"publish","type":"post","link":"https:\/\/petrolheads.ee\/en\/taycan-gts\/","title":{"rendered":"Taycan GTS – sportauto, mis unustas, et ta kaalub \u00fcle kahe tonni."},"content":{"rendered":"\n

On autosid, mille puhul saab tehniliste n\u00e4itajate p\u00f5hjal enam-v\u00e4hem ette \u00f6elda, mida oodata. Porsche Taycan GTS ei kuulu nende hulka. Paberil on tegemist ligi 2,4-tonnise elektrilise sportautoga, millel on 440 kW (850 Nm), nelikvedu ja mis kiirendab 3,7 sekundit nullist sajani. Selline kombinatsioon v\u00f5iks anda p\u00f5hjust oodata kiiret, kuid f\u00fc\u00fcsikaseadustele alluvat luksusautot. Tegelikkuses tundub Taycan GTS m\u00e4rksa kergem ja v\u00e4iksem kui tema kaal ja m\u00f5\u00f5tmed lubaksid. Kipub elektriautodele iseloomulikuks muutuma. GTS-i v\u00f5lu peitubki sellest, et see ei \u00fcrita olla k\u00f5ige v\u00f5imsam Taycan, vaid k\u00f5ige paremini tasakaalustatud.<\/p>\n\n\n\n

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Esimene k\u00fcsimus, et kas tegu on t\u00f5upuhta sportauto v\u00f5i pigem ikkagi Grand Tourer-liku luksusautoga? Porsche muljetavaldavamaid omadusi on see, kui h\u00e4sti suudab ta \u00fchendada kaks natuke vastandlikku omadust. \u00dchelt poolt on tegemist sportautoga, mis tahab kurvi sisse keerata teravalt ja t\u00e4pselt. Teiselt poolt on tegemist suure ja raske GT-ga, millega v\u00f5ib vabalt s\u00f5ita tunde ebamugavust tundmata. GTS-i adaptiivne \u00f5hkvedrustus on selle kombinatsiooni keskmes. Vedrustuse on pigem sportlikkuse poole kaldu, kuid Normal-re\u017eiimis ei muutu auto kusagilt otsast ebamugavaks. Vastupidi, vedrustuse t\u00f6\u00f6 on v\u00e4ga kontrollitud ning ebatasasused neelatakse enamasti \u00fche rahuliku liigutusega. Samas ei tasu oodata pehmet luksuslimusiini. N\u00e4iteks Panamera on minu arvates teisest puust ja l\u00e4heb sinna luksusauto kategooriasse.<\/p>\n\n\n\n

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Juhikoht on \u00fcllatavalt madal, sportlik ja kergelt \u00fcmber juhi ehitatud ning tekitab kindlasti sportauto, kui \u00e4riklassi sedaani tunde. Isteasend \u00f5nnestub v\u00e4ga t\u00e4pselt paika s\u00e4ttida ning istmed hoiavad keha korralikult paigas. Koostekvaliteet on \u00fcldjoontes hea. L\u00fclitid, ekraanid, istmed, uksepaneelid, keskkonsool, alcantara nahk ja \u00f5mblused ning mustad anodeeritud alumiinium detailid j\u00e4tavad kvaliteetse mulje. Ent kas ka 130 000+ eurose auto v\u00e4\u00e4rilise? Aus vastus – pigem mitte ja selle raha eest ootaks tegelikult enamat. Mulle isiklikult ei meeldinud ka see f\u00fc\u00fcsiliste nuppude asemele pandud kliima ekraan ja kuidas see s\u00f5rmej\u00e4lgi kogub. Sedaani puhul on olukord t\u00f5en\u00e4oliselt erinev, ent Sport Turismo mudeli puhul tagumise istmerea pea ruumi \u00fcle kurta ei saanud. Ent varvaste jaoks on k\u00fcll jalaruum piiratud ning sisse-v\u00e4lja ronimine n\u00f5uab veidi rohkem v\u00f5imlemist. Tagumine pagasiruum oma 446 liitriga on v\u00e4ga okei.<\/p>\n\n\n\n

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Porschede puhul kipub see juba nii olema, et kui 4S mudel on kiire ja v\u00e4ga v\u00f5imekas universaalne variant ning Turbo juba j\u00f5udemonstratsioon, siis GTS asub nende vahel nn sweet spot<\/em>-is. Seda nii loo peategelase Taycani, kui tegelikult ka 911, Caymani, Cayenne ning Panamera mudelivalikute puhul. T\u00f5ele au andes on 440 kW ja 850 Nm rohkem kui piisav, et GTS liiguks kiiresti. 0\u2013100 km\/h v\u00f5tab 3,7 sekundit. Ma olen saanud proovida ka Taycan Turbo S mudelit, mille kiirendus oli 2,4 sekundit. Loomulikult oli see v\u00e4gev tunne. Aga kas p\u00e4eva l\u00f5puks m\u00e4ngib rolli, kas tegu on 2,5 v\u00f5i 3,5 sekundiga, kui muu draama selle juures puudub? V\u00e4hemalt minu jaoks muutus see kiirelt teisej\u00e4rguliseks. Taycani m\u00f5te ei seisne aga ainult sirgel kiirendamises. K\u00f5ige huvitavam on see, kuidas auto kurvi siseneb! Auto ei tundu rooli taga steriilne ja reageerib peaaegu m\u00f5ttekiirusel. Kui lisada tagarataste p\u00f6\u00f6ramine, muutub ligi viiemeetrine universaal-kupee man\u00f6\u00f6verdades \u00fcllatavalt kompaktseks.<\/p>\n\n\n\n

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Ja siis meenub see kaal. Umbes 2,4 tonni on sportauto kohta tegelikult tohutu number. F\u00fc\u00fcsikat Porsche loomulikult \u00e4ra kaotanud ei ole, kuid madal raskuskese, aku paigutus p\u00f5hja, nelikvedu, aktiivne vedrustus ja v\u00e4ga hea \u0161assii h\u00e4\u00e4lestus suudavad massi peita jube h\u00e4sti. Seega kurvides on Taycan pigem t\u00e4pne ja kiire s\u00f5it tundub kontrollitud. Auto ei muutu ka Sport Plus re\u017eiimis n\u00e4rviliseks. Vedrustus muutub lihtsalt j\u00e4igemaks, gaasipedaal teravamaks ja j\u00f5u\u00fclekanne valmisolevamaks. Pidurid on samuti auto v\u00e4\u00e4rilised. Standardvarustuses kasutatakse ees 390 mm kuuekolvilisi ja taga 358 mm neljakolvilisi pidureid. Lisavarustusena oli saada ka keraamilised pidurid. L\u00fchidalt \u00f6eldes, selle autoga oli hirmutavalt hea s\u00f5ita.<\/p>\n\n\n\n

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Kui sissep\u00f5lemismootoriga autode puhul vahel r\u00e4\u00e4gime k\u00fctusekulust ja mitte kunagi sellest, kui kaua tankimine aega v\u00f5tab, siis elektriauto puhul tuleb t\u00e4na sellest n\u00e4itajast endiselt r\u00e4\u00e4kida. Ja ma ei taha siinkohal \u00fcldse kuidagi seda teemat parastada. 2023.aasta Taycani laadimine on hea, kuid mitte enam klassi tipp. 800-voldine arhitektuur v\u00f5imaldas kuni 270 kW laadimist. Porsche tehas lubas ideaalsetes tingimustes 5\u201380% laadimiseks umbes 22 minutit. Kaasasoleva pardalaadijaga 22 kW ja umbes viis tundi. V\u00f5rdluseks, et uuemad Taycanid, samuti Audi S e-tron, suudavad v\u00f5tta vastu kuni 320 kW ning 10\u201380% laadimiseks umbes 18 minutit. Ilmestab h\u00e4sti, kui kiiresti on elektriautode v\u00f5imekus ja tehnoloogia m\u00f5ne aastaga edasi liikunud.<\/p>\n\n\n\n

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Lisaks oskab Porsche pardalaadija sinu koduse elektris\u00fcsteemi vigu inspekteerida. Ilma naljata. Maakodus autot laadima pannes andis laadija kohe m\u00e4rku grounding error<\/em>-ist (e. maanduse viga). Ma kohe kindlasti ei tunne elektri teemal ennast koduselt, aga kui v\u00e4he mugavamalt tundev s\u00f5ber elektrikapi lahti tegi, tekkisid k\u00fcsimused, et mis p\u00e4devusega elektrik siin k\u00e4inud on. Paar \u00fchendust maanduslatile ja voilaa… Porsche laadis. Ahjaa, seda ka, et esialgsete tehaseandmete j\u00e4rgi on aku kasutatavat mahtu 83,7 kWh, mis teeb GTS-i s\u00f5iduulatuseks kuni 504 km. Siinkohal tasub numbreid lugeda koos v\u00e4ikese t\u00e4rniga. 500 kilomeetrit on pigem WLTP ideaalmaailm. Sooja okroobri alguse n\u00e4dalavahetusega tuli minu kogemuseks vaevu 400 km. Ehk siis mis veel talvel saama hakkab?<\/p>\n\n\n\n

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Pre-facelift<\/em> GTS on praeguseks aga huvitavas positsioonis. Taycan GTS-i algne hind oli orienteeruvalt 130 000 eurot. Sport Turismo hind gramm enamgi. Porsche puhul ei tasu aga kunagi unustada lisavarustust ja baasautost v\u00f5ib v\u00e4ga kiiresti saada 150 000\u2013170 000-eurone auto. 2026 s\u00fcgisel on Porsche Eesti Tallinna kaudu olnud n\u00e4iteks Taycan GTS, l\u00e4bis\u00f5iduga 29 000 km, hinnaga 87 000 eurot. Mobile.de-s leidub 2022 GTS Sport Turismo n\u00e4iteks umbes 66 000 euroga 94 000 km l\u00e4bis\u00f5idu juures. See t\u00e4hendab, et kolme-nelja aastaga j\u00e4relturul kadunud suurusj\u00e4rgus 50 protsenti, s\u00f5ltuvalt konkreetsest autost ja varustusest. Ega see hinna kolin k\u00e4ib kokkuv\u00f5ttes k\u00f5ikide uuena ostetud autode kohta. Taycan ei ole suutnud s\u00e4ilitada Porsche 911-le omast v\u00e4\u00e4rtuse hoidmist ja kas tegelikult peakski? Ent kasutatuna muutub Taycani hinna ja v\u00f5imekuse suhe ikka v\u00e4ga heaks.<\/p>\n\n\n\n

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Kokkuv\u00f5ttes v\u00f5iks \u00f6elda, et Porsche Taycan GTS on \u00fcks neist elektriautodest, mille v\u00e4\u00e4rtus kasutatud autona v\u00f5ib olla atraktiivsem kui uuena. Ei, see ei ole k\u00f5ige kiirem Taycan ega k\u00f5ige suurema s\u00f5iduulatusega elektriauto. Kuid GTS-i puhul on Porsche suutnud saavutada midagi, mida tehniliste n\u00e4itajate tabel ei suuda kirjeldada: auto tundub v\u00e4iksem, kergem ja elavam, kui ta tegelikult on. Sellega on kuradima hea s\u00f5ita ja minu silmis n\u00e4eb ta ka ilus v\u00e4lja.<\/p>\n\n\n\n

Minu tegemisi saab j\u00e4lgida ikka @reijosipp<\/a> kontol.<\/p>\n\n\n\n

<\/p>\n","protected":false},"excerpt":{"rendered":"

On autosid, mille puhul saab tehniliste n\u00e4itajate p\u00f5hjal enam-v\u00e4hem ette \u00f6elda, mida oodata. Porsche Taycan GTS ei kuulu nende hulka. […]<\/p>\n","protected":false},"author":10,"featured_media":41692,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_wp_convertkit_post_meta":{"form":"-1","landing_page":"0","tag":"0","restrict_content":"0"},"footnotes":""},"categories":[239,8],"tags":[306,38,99,305],"class_list":["post-41689","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-garaaz","category-poldid-ja-pliiatsid","tag-gts","tag-porsche","tag-reijo-sipp","tag-taycan"],"yoast_head":"\nTaycan GTS - sportauto, mis unustas, et ta kaalub \u00fcle kahe tonni.<\/title>\n<meta name=\"description\" content=\"On autosid, mille puhul saab tehniliste n\u00e4itajate p\u00f5hjal enam-v\u00e4hem ette \u00f6elda, mida oodata. Porsche Taycan GTS ei kuulu nende hulka.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/petrolheads.ee\/en\/taycan-gts\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Taycan GTS - sportauto, mis unustas, et ta kaalub \u00fcle kahe tonni.\" \/>\n<meta property=\"og:description\" content=\"On autosid, mille puhul saab tehniliste n\u00e4itajate p\u00f5hjal enam-v\u00e4hem ette \u00f6elda, mida oodata. 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