We have been talking about this Taycan for a while, whose Mission E concept already dates back 5 years. Superbly designed at the time, the first good news when discovering the series model, at the foot of the turns of the Connection of the Sarthois circuit, is to note that the purity of these beautiful lines has been preserved. In other words, it is not a Panamera overcharged with batteries. With the fastback stroke of the pencil, the shoulders well in curves, the rounded optics … the codes of the 911 are present, and that’s good.
Speaking of 911, even the driving position aboard the Taycan is exactly modeled on that of the legendary coupe. Result, we are sitting very low, even lower than in the Cayman GT4 parked next to it in the parking lot. So much so that getting in and out of the Taycan requires a little bit of effort. It is not an SUV. 4.96 m long, 1.96 m wide and 1.38 high: it is a little shorter and wider than a Panamera (5.04 m for 1.94 m) and just a little more wider than a Tesla Model S (5.04 m for 1.94 m). It does not play out with much and anyway they are all beautiful babies. Sitting at the back of the Taycan, the tallers may be a little embarrassed on the window side with the fastback line which dives very close to the heads. No problem for the knees, however, while for luggage you will have 81 liters at the front and 366 liters at the rear. Porsche is also revolutionizing on-board technology since the legendary cylindrical counter block has given way here to a curved 100% digital screen (and even a little touch at the edges). But also two touch screens on the center console and even yet another, passenger side, optional. Millennium Falcon atmosphere on board! One last detail, to open the access hatches to the charging sockets (AC / DC – it can’t be invented – on one side and AC only on the other), just touch the small one from below appendage upstream of said hatch… immediately remove this libidinous image from your head: it is only a question of tactile technology!
Synchronous electric motors and 2-speed gearbox
Porsche Taycan | photos from our test of the electric flagship+61–
Credit Photo – Autonews
This Taycan has a hell of an electron factory, hidden under the hood and the feet of the passengers. 1 synchronous motor on each axle and, under the seats, 93.4 kWh batteries for our Taycan Turbo S version. 460 kW available, the equivalent of 625 hp! The Taycan is also available in a Turbo version of the same power, and in 4S of 435 hp (or 490 hp with the performance plus battery pack). All versions can even offer a boost of power thanks to an overboost triggered by Launch Control. The Turbo S thus reaches no less than 761 hp, but only in this starting configuration.
The 2-speed automatic transmission (without forced manual mode) also plays a major role. This technology, seen in Formula E, has a short ratio which allows it to be torn off from the bitumen with a force to break the nape of the neck. The second “calm” report, for its part, improves efficiency while avoiding the fall in acceleration typical of electric models. Thus, even at more than 220 km / h as we have checked on the circuit, the Taycan still pushes, up to 260 km / h according to the manufacturer’s data. Another tearing detail, the engineers implemented an automatic downshift heel / point!
Launch Control : option hyperespace
Porsche Taycan | photos from our test of the electric flagship+61–
Credit Photo – Autonews
On a stretch of the straight line of the White House circuit in Le Mans, the photographer seated by my side is now called “Chewie”. Its role: to prepare our Porsche Falcon Millenium for hyperspace. Facetious, my new friend explains to me that it is up to me to do it. It’s not complicated: a turn of the wheel on the steering wheel to switch to Sport Plus mode, left foot on the brake and foot in on the accelerator. A message indicates on the digital screen that Launch Control is activated. 3 … 2… I don’t even finish the countdown to take Chewie by surprise. Yes, it’s teasing (and enjoyable). The Taycan sticks a slap in the head in a fraction of a second. The eyes sink into the sockets, a smartphone flies in the back and two brains are on the verge of doing the same. 2.8 seconds to reach 0 to 100 km / h (2.6 seconds for the Tesla Model S Performance in Ludicrous mode), 1.7 seconds from 80 to 120 km / h and 9.8 seconds from 0 to 200 km / h: yeah, it takes your breath away. Under these conditions, the electric is prodigious in acceleration phases. It is nevertheless painful for the tires, here simple Michelin PS4s, which we hear writhing in pain to pass the 1,050 Nm of torque to the ground. So amazed by such an acceleration efficiency, we can’t help repeating the exercise 3 or 4 times (one of the advantages of the synchronous motor, the renewal of the effort), until we feel a slight nausea going up . The Taycan is stronger than us, at least than me. Soon an anti G suit will be needed! Or agree to age.
The magic of the rear steering wheels
Porsche Taycan | photos from our test of the electric flagship+61–
Credit Photo – Autonews
Pushing hard is good, but what will happen at the first corner? The Turbo S spacecraft is fitted with retrofuses…. ceramic brake discs (standard). It takes at least that to stop the 2,370 kg of the machine (2,316 kg for the Model S Performance). It bites for a long time, also thanks to the intervention of energy recovery which adds an engine brake. After, behind the 911 monitor opening the track, the braking distance is necessarily longer, the Taycan is not a small coupe. Air suspension (PASM), torque distribution by vectors (PTVP), electric anti-roll bars (4DCC) and especially rear-wheel steering, the Taycan turns flat and with very little steering wheel angle. A little stiffer than a Tesla but more efficient at the time, and more typical of Porsche. So, when changing course, differentiating between this Taycan and a Panamera Turbo S Hybrid becomes difficult and the masses are forgotten.
A sound experience
Porsche Taycan | photos from our test of the electric flagship+61–
Credit Photo – Autonews
Too few are the manufacturers who have worked with a typically attractive electric sound. The Renault Zoé is a good example, it which can optionally emit a soft sound of waves which is reminiscent of the flying machines of our favorite SF films. Porsche went further. Sound is not only emitted up to 30 km / h to alert pedestrians. It remains active beyond and becomes even more aggressive. The Taycan even generates slightly raucous vocalizations that would almost remind a more muted Tie Fighter. A nod to the brand’s partnership with the Star Wars franchise? Who knows, after all, in the world of video games for example, the “soundtracks” sometimes hide subliminal messages like in Doom and this “God loves you” used in reverse sample in the middle of a very fat metal title. Yes, containment has learned a lot of absolutely vital things. In any case, the Taycan’s extraterrestrial decibels work very well to impress the gallery with pedestrians who turn around “by ear”, a phenomenon hitherto specific to perverted thermal engines! Like the amplification of an exhaust, it is possible to deactivate this noise which, on board, can tire those who really want to take advantage of the absolute silence, the initial characteristic of the pleasure of riding an electric, let us not forget .
Miracle-free consumption
Porsche Taycan | photos from our test of the electric flagship+61–
Credit Photo – Autonews
After the evaluation of the electric pleasure, passed hands down as the performance and sensations of the Taycan keep their promises, let’s calm down the game. The Turbo S is announced at 412 km of WLTP autonomy (463 km for the 4S, with the battery pack Performance Plus) for an average consumption of 25 kWh / 100km. We are far from the 593 km WLTP of the Tesla S Performance, which however has fewer technologies that refine the handling and comfort on board. Porsche has its own philosophy. Rather than offering multiple modes of energy recovery adding crescendo to the engine brake, the manufacturer prefers to maintain the momentum for as long as possible. Like we would do by bike. After acceleration, the freewheeling mode is activated at foot lift with the weight of the machine also helping to maintain inertia. Going as far as possible with a single initial energy expenditure is a bit of a concept. During our test, you will understand, we did not particularly push eco-driving. Quiet pace in town of course and on small roads with low visibility but more unbridled pace on long curves and highways. After a full charge at the hotel, our 175 km mixed route made us consume 28.5 kWh / 100km and 158 km of remaining range displayed on the odometer.
Knowing that at present no 100% electric technology is capable of traveling a Paris / Marseille in one go, the Taycan does no miracle. Despite everything, during these two days of testing and knowing that we had the possibility of recharging halfway through our routes, if necessary on an Ionity terminal (we recovered 60% in 30 minutes) then once at destination, at no time did the fear of the breakdown of Watts touch our minds. With around 350 km of autonomy guaranteed today while driving quietly, it’s still easier and much less anxiety-provoking.
In any case, an electric vehicle requires a minimum of planning ahead of its journey and Porsche facilitates this task with the Charging Planner which, via navigation, provides precise charging points on the route. Convenient so you don’t even have to worry about where to stop.
Of course, being able to count on public charging stations requires … a plan B in case the initially planned recharging point is not available, which is not uncommon, either for reasons of incompatible subscription card, either for a technical problem at the said terminal, or for constraints on opening hours in the event of recharging at the concession, for example. Many points that still need to be worked on but things are progressing positively, month after month …
The price to pay for overall performance
Credit Photo – Autonews
Such performance combined with Porsche know-how in terms of handling and quality on board comes with a cost, of course. 108,632 euros minimum for the 4S and 189,152 euros for the Turbo S. For comparison, the Tesla S Performance starts at 107,700 euros. So, yes, the Tesla is cheaper, for fairly similar performance and better autonomy than the Taycan, but damn, in terms of driving experience, a Porsche is … something else! And the 100% electric adventure of the German manufacturer has only just begun: next models, a slightly adventurer Taycan, then a Macan. To be continued …
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