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Porsche just revealed the long-awaited Cayenne Electric luxury SUV, which is being called the “most powerful production Porsche of all time.” The specs back this up, as the new Cayenne seems like an absolute beast.

It boasts up to 1,139hp of power, translating to 850kW. The vehicle can hit 162MPH and go from 0 to 60 miles per hour in just 2.4 seconds. The recently-released rear-wheel drive electric Taycan sedan takes 4.5 seconds to reach 60 miles per hour. Of course, these specs vary depending on several configuration options.

The EV Cayenne does include the company’s “push to pass” button, which provides a ten second power boost. This adds approximately 173hp to let you squeeze past a slowpoke on the highway.

Porsche is also claiming that the Cayenne Electric is a towing powerhouse. The company says it can tow up to 3.5 tons, which works out to over 7,700 pounds, when properly equipped. That’s an absolutely insane metric, as 3.5 tons is heavier than a modern pickup truck with all possible bells and whistles.

This is an EV so we gotta get into charging. Porsche says it features up to 400kW of charging power under ideal conditions, which should let it go from 10 to 80 percent in under 20 minutes. It’s also the first electric Porsche to support inductive charging. The vehicle will come equipped with a Tesla Supercharger/NACS fast-charging port on the driver side and a CCS/AC port on the passenger side.

It’s also the first EV SUV to get the company’s Active Ride technology. This is the hydraulic suspension system found on the Taycan and Panamera.

As for the interior, you can’t miss the unique bending screen. This is called the Flow Display, and it’s a vertically-installed screen in the center that curves toward the bottom. It’s the largest display ever in a Porsche and will run on the company’s brand-new OS. We don’t have actual measurements for this display, but we do know that it’s bookended by a separate 14.25-inch OLED instrument cluster. There’s also an optional passenger display.

The OS includes a new AI-powered voice assistant. Porsche says this system can understand complex instructions and take actions accordingly. We’ll have to see how that works out in the real world. Porsche says the assistant can adjust climate controls, seat heating and ambient lighting, while also taking stuff like traffic and local points of interest into account.

Now onto the bad news. This is a Porsche so the new Cayenne will absolutely demolish any and all bank accounts. The standard version starts at $111,000, while the Cayenne Turbo Electric starts at $165,350. Preorders are open right now, with customer deliveries expected in the summer.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/porsche-has-electrified-the-cayenne-and-its-a-beast-163443958.html?src=rss 

Ghost of Yōtei is a lengthy game with tons of activities to do. But if you’ve beaten it and are already itching to jump back in, it might be best to wait until at least November 24 to do so. That’s when developer Sucker Punch will release an update that will introduce a bunch of new features to the PS5 title, including a New Game+ mode. 

That means you’ll be able to experience Atsu’s mission for revenge from the beginning again with all of the weapons, abilities and armor sets you unlocked from your first playthrough. Those early-game enemies are about to feel the wrath of many a flaming kusarigama. 

You’ll need to finish the main story before you can unlock New Game+, which includes tougher difficulty options and a pair of new trophies to snag. The free update will introduce extra upgrades for existing weapons and armor sets, along with a new ghost flowers currency that you can swap for fresh armor sets, weapon dyes and charms while playing New Game+.

There are a number of features coming to the base game as well (i.e. for all players, not just those who dip into New Game+). Directional button remapping is one of several new accessibility options. Photo Mode will gain new filters, a shutter speed tool and a composition grid. Also, after you’ve beaten the main story, you’ll be able to replay missions and quests. With a new stats display, you’ll be able to see how long it took you to win a given duel, for instance.  

Ghost of Yōtei isn’t getting an expansion quite yet. We’re crossing our dual katana for an Iki Island-style DLC for the game. In any case, Sucker Punch has already confirmed that Ghost of Yōtei Legends — which will be akin to the multiplayer mode in Ghost of Tsushima — is on the way in 2026.

This article originally appeared on Engadget at https://www.engadget.com/gaming/playstation/a-ghost-of-yotei-update-will-add-a-new-game-mode-harder-difficulties-and-more-on-november-24-150750632.html?src=rss 

You have to give Porsche credit for going in early on EVs. The Taycan is a stellar sedan/wagon that’s only gotten better. But even for a niche manufacturer like Porsche, it’s not exactly a mass-market machine. To really move the needle on EVs, you need something more family friendly, and for the brand from Stuttgart, that’s the Macan.

Porsche’s gas-powered crossover SUV is its best-selling machine in the US, so it’s an absolutely vital piece of the company’s success. It’s also Porsche’s second full-on, battery-powered machine to hit the market. The Macan Electric doesn’t replace its internal combustion predecessor, rather living alongside it on the dealership floor, creating a brutal sibling rivalry and a potentially difficult choice for buyers: gas or electric? 

Actually, Porsche made it a pretty easy decision. This is the right one.

Hardware tour

The Macan Electric shares a silhouette and a segment with that other Macan, but from a technology standpoint, there’s little the two agree upon. The Macan Electric is built on a new platform called PPE, which at one point was destined to be the underpinnings of a smorgasbord of electrified offerings from both Porsche and Audi, including the A6 E-Tron and Q6 E-Tron.

For now, at least, Americans’ increasingly fickle attitudes toward EVs have stymied some of those plans, meaning this Macan and the upcoming Cayenne Electric are the only two Porsches built from those bones. The Macan is the smaller of the two, powered by a variety of different configurations, starting with a single-motor, rear-drive configuration with 355 horsepower on the low end, up to the 630-hp, dual-motor Macan Turbo Electric on the high end. Buyers can also select the dual-motor Macan 4 Electric, speedier 4S Electric or quicker still GTS Electric.

I tested a base Macan Electric, its rear-mounted, 355-hp motor enough to scoot this 5,004-pound SUV from zero to 60 mph in 5.4 seconds. The top-shelf Macan Turbo Electric gets to 60 in 3.1 seconds, absolutely humiliating the quickest exhaust-spewing Macan GTS’s 4.3-second time.

At first glance, the electric Macan looks like a Tesla Model Y — especially in dark blue.

Of course, this is a Porsche, not a drag machine, and so cornering is key. Helping with the handling is an adaptive air suspension that not only lets you go from stiff to firm at the twist of a knob but also raises or lowers dynamically. When you’re hunting for range or speed, the SUV gets down into an aerodynamic tuck low to the earth. If you’re looking to head off-road, it’ll hike itself up by 1.6 inches. 

While I wouldn’t consider this an off-roader as such, the dual motor configurations should be competent in lower-grip situations. Open differentials at either end will keep your all-roading aspirations limited, but on some icy, slippery roads during the week I spent living with one, even the rear-drive Macan proved sure-footed and easy to handle, despite its summer-oriented Pilot Sport EV tires. 

At the heart of all that is a 100-kilowatt-hour battery, which offers the Macan Electric an EPA-rated range of up to 315 miles, depending on which trim you go with. In my testing, which included extended periods of driving with my foot flat to the floor, I managed 2.8 miles per kWh. That’s a theoretical maximum range of 280 miles if you’re driving like you stole it. Anyone doing the school run in a more sedate way will have no problem meeting or beating that EPA rating. 

User interface

The Macan’s interior is equipped with multiple displays.

Beyond performance, the Macan Electric has another advantage over its internal combustion counterpart: it has a more modern interior. The highlight is the 12.6-inch, curved gauge cluster. Using buttons on the steering wheel, you can cycle through various views and telemetry elements to suit your desire for data or need to remain undisturbed.

That’s paired with a 10.9-inch touchscreen in the middle, and you can even opt for a third display embedded way over on the right side of the dashboard. This one allows you to access streaming services like YouTube. I’ve never seen the point in that, though, but that’s only because I’ve yet to meet a passenger who wouldn’t rather just use their smartphone.

Porsche’s PCM interface on that central touchscreen is simple and clean, with more than a passing iOS resemblance. Perhaps that’s why the company has been an early adopter of CarPlay Ultra. For the Android faithful, wireless Android Auto is here too, and it works great, looking nearly native on the widescreen display.

The Macan’s gauge cluster is a curved 12.6-inch display.

Through simple menus, you can do everything from track lap times to enable or disable the augmented digital engine tone, which Porsche calls Electronic Sport Sound. I confess the futuristic whirring and whooshing does make driving aggressively a bit more fun, but most of the time I prefer to have it off.

Thankfully, not everything is controlled through the touchscreen. There’s a separate, capacitive-touch panel just below it for climate-related functions, including toggling the prodigiously warm heated seats (which I’m enjoying as I write this). You’ll find a physical volume knob there, too.

The Macan seats five comfortably, though I’d stick to four for anything longer than a quick run to a team lunch. Front and rear seats are comfortable, and there’s a tolerable amount of legroom in the back. Headroom back there, though, is limited. If you have tall co-workers, they’ll be tripping over each other to call shotgun.

Dynamics

Despite it’s size, the Macan is surprisingly agile, which is partly due to its unique suspension.

In the grand spectrum of SUVs on the roads today, the 188.3-inch-long Macan Electric is on the smaller side. But, as an EV, it’s heavy for a crossover. At just a tick over 5,000 pounds, it’s a substantial 850 pounds heavier than a regular base Macan.

Porsche’s engineers addressed that as best they could with the aforementioned fancy suspension, plus larger, 20-inch wheels on each corner. The result is an SUV that is, in Sport or Sport Plus modes, remarkably fun to drive. Its steering is extremely quick for an SUV, which makes this thing feel lighter than it is. 

All the grip provided by those tires and suspension really gives you the confidence to push through the corners, too. And, when you push too hard, it breaks away quickly and predictably. I enjoyed romping on the throttle hard mid-corner to kick the tail out, the Macan giving me just enough time to grin and give a bit of a steering correction before everything was right and the tires were stuck again.

It’s not a sports car, no doubt about that, and it tends to wallow a bit on bumpy roads thanks to all that weight, but it is far more engaging and fun than just about anything else in this category. Even this base model is quick off the line, but its breakneck initial throttle response is tempered by a somewhat flat acceleration at higher speeds. It just doesn’t have the kind of Autobahn-dominating top-end that Porsches are typically known for.

The electric Macan’s biggest flaw is the complete lack of lift-off regenerative braking.

I suppose I’d have to cough up the extra $10,000 for the GTS, or a further $20,000 for the $109,000 Turbo if I really wanted that. Yes, these things get expensive quick. The base Macan Electric I drove started at $73,500, but carried enough options to drive its out-the-door price to $86,865. 

You are, at least, getting a machine that readily does double-duty. Despite its responsiveness and eager handling, the Macan Electric does a stellar job of settling down when you twist that Drive Mode knob on the steering wheel to the left, unwinding the suspension and relaxing the experience. The SUV manages excellent compliance over broken roads, flying over railroad tracks without complaint, and just generally being a calm and competent cruiser. 

But there’s one, undeniable flaw that drove me absolutely nuts in the Macan Electric: a complete lack of lift-off regenerative braking. Porsche continues its adamant refusal to offer anything even approaching a one-pedal driving experience. That’s a frustrating thing to me — maybe not quite as frustrating as GM phasing out Android Auto and Apple CarPlay, but pretty close. 

Wrap-up

The electric Macan commands (at least) a $10,000 premium over its gas-powered sibling.

After driving a few different prototypes of the Macan Electric during its development phase, I very much enjoyed my time with a final, production version on some familiar roads around my home. It excelled in the dry and on slippery, early winter roads, made me smile when I was feeling rowdy, and then disappeared into the background when I just wanted to get home. 

It isn’t a perfect machine. I’d hoped for a little more roominess inside, I lament the lack of one-pedal driving, and honestly, I wish Porsche’s exterior designers had gone a little crazier. At a quick glance, it looks a lot like a first-gen Tesla Model Y, especially in Gentian Blue Metallic, which is a dead ringer for Tesla’s Deep Blue Metallic. 

And there’s also the significant premium that you’ll have to pay to get into one: $10,000 over a base, gas-powered Macan. For that, you’re getting a lot of extra performance, a dose of extra tech and all the joys and simplicities that come with living the EV lifestyle. That makes it well worth it in my book.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/2025-porsche-macan-electric-review-the-obvious-choice-when-the-budget-allows-140000851.html?src=rss 

You probably haven’t heard of Read AI. The company has quietly been making a name for itself in the crowded AI space, signing up 50,000 customers daily in recent months. At first glance, Read AI resembles apps like Otter.ai. You can use the software to transcribe and summarize meetings, but it’s also more ambitious than that. 

“It’s AI on standby,” Read AI CEO David Shim explains, adding that the company’s vision is to give people a tool that can record, transcribe and analyze nearly every professional conversation they have, no matter where those discussions take place and whether they occur online or in-person. Today, Read AI is taking a major step toward realizing that vision with the release of its new Operator agent (I’ll admit, the company could have picked a more original name), and new apps for Windows, macOS and Android. 

Between its own software, including an existing iOS app, and third-party integrations, Read AI users can now connect their accounts to more than 22 other platforms. Some of the more notable inclusions there are Gmail, Outlook, Slack, HubSpot and Notion. More importantly, with Read AI’s mobile apps, you can record impromptu in-person meetings; the company has data showing that more than half of professional conversations occur outside of online spaces.   

In any case, no matter where you talk to your colleagues, Operator is there to generate notes and insights. “We don’t just look at meetings,” Shim says. “We look at topics that are interesting to you.” To that end, Read AI has built a series of in-house multimodal models that look for context beyond what’s said during any interaction you record. For example, the company’s systems are designed to catch when you enthusiastically answer a question or look away in disinterest, and use that data to decide how the software goes about summarizing your meetings. 

“That context is what enables us to identify what is valuable to you, and make that discoverable,” says Shim. One way Read AI will surface those insights is through a feature the company calls Monday Brief. At the start of every week, you’ll get a summary of all the calls and conversations you had over the last seven days, with suggestions for follow-up actions you can take.

Now, you might be wondering, like I was, how Read AI hopes to compete in a market where a company like Microsoft is aggressively pushing Copilot on its users. If Shim is worried about the big players, he doesn’t show it. “There’s a need for an independent third party,” he says. “There’s always something new coming out. And that ability to be the independent third-party that plugs into different solutions is actually what consumers want and need.” To his point, since the launch of Copilot two years ago, Read AI has seen a 20x increase in the daily number of people using its software alongside Microsoft Teams. “We’ve seen the same thing along those lines for Zoom and Google Meet.”   

He believes the company’s approach to data privacy is another differentiator. By default, users are opted out of their data being used for training Read AI’s future models. Shim also notes the company takes recording disclosure seriously. “You need to notify people that you’re [recording] a call, and we put that front and center every single time.” 

If you want to try Read AI, the company offers a free plan that includes five meeting transcripts per month. Pricing for its paid subscriptions start at $19.75 per month.    

This article originally appeared on Engadget at https://www.engadget.com/ai/read-ai-is-building-a-note-taking-app-that-works-nearly-anywhere-130000235.html?src=rss