The title isn’t my quote. Those are Porsche AG’s Chairman of the Board Oliver Blume’s words about the company’s latest product. Called the Taycan, it is tasked to keep the sports car brand relevant well into the future. That in itself is a mammoth task as the Taycan isn’t the first fully-electric sports car on the market. That title goes to the Tesla Roadster by the way. Also, it’s a four-door sedan in a world where crossovers are all the rage. Can the Porsche Taycan capture the imagination of the crossover buyers? Does it make the right, strong first impression?
Porsche Taycan – Photo Gallery
What’s new about the Porsche Taycan?
The Porsche Taycan carries a unique name. No numbers like 911, 718, or even 918, it has a name of Turkish origin. Porsche says the word Taycan roughly translates to “soul of a living young horse”. The name’s association can be found in Japanese alphabet where the word Taikan means “physical experience”.
Here’s the issue though – depending on who you ask, you will hear the Taycan as either Te-kan, Tai-kan, or Tai-kaan (spoiler – the last pronunciation is the one Porsche is going with). Suddenly, I have no problem with alphanumeric naming convention of Audi, BMW, and Mercedes-Benz.
Talking about the car’s looks, if you love the 911 and Cayman’s designs, you will love the Taycan too. Short hood, flowing lines, and an emphasis on the rear end design give it an unmistakable Porsche feel. It does a few things differently as well.
Its bonnet is flatter than a 911’s due to absence of drive components typically found in gas-powered cars. While it retains its quad-LED DRL signature, the LEDs seem broader and the headlamp itself is square-ish. A cooling vent under each headlight seems like the headlights’ mascara started running.
The sides feature door-facing ducts in the front fenders. The door handles sit flush with the body until required. The Porsche Taycan can be equipped with 21-inch wheels or wheels with carbon aeroblades.
The rear features a light bar spanning the width of the car. It features a wing that extends in three stages and sits flush with the body when not in use. The inside of the Taycan is where it separates itself from any Porsche before it.
The interior of the Taycan is tech-laden. The dashboard is littered with screens tackling various systems and functions. A four-mode 16.8-inch digital instrument cluster greets you inside the car.
The instrumentation is surrounded by touch buttons that control lighting and chassis functions. As a result, the Taycan’s instrument cluster is wider than its round steering wheel. The central infotainment screen measures 10.9 inches and you can opt for an optional passenger display too.
An 8.4-inch display on the centre console allows you to control the Porsche Taycan’s HVAC system. It recognises your handwriting for quick address inputs for navigation. Porsche has opted for a rotary gear selector in the car. The big news is that Taycan’s A/c vents can no longer be adjusted by hand.
Instead, you either fiddle with a screen to adjust the vents or let the car adjust them automatically. On offer is a four-zone climate-control A/c that equips the car with a 5.9-inch touchscreen for the rear passengers. Porsche has built the Taycan’s chassis using aluminium and steel. In fact, Porsche says 37 per cent of Taycan’s content is made of aluminium.
While other electric vehicles have flat floors, the Taycan has ‘foot garages’ or recesses in rear footwell to allow for better rear seating and keep the car’s height low. The car has a total of 447 litres of storage space – 81 litres up front and 366 at the back. It also gets a fixed panoramic glass roof to provide a feeling of roominess to the cabin. It also allows for the use of Porsche roof transport system.
Up front, the Porsche Taycan gets a double-wishbone suspension setup while the rear gets a multi-link setup. The car is equipped with Porsche Active Suspension Management System (PASM) and single-tube dampers as standard. This gives you the electronic control over the suspension system. This system works in conjunction with four drive modes on offer – Range, Normal, Sport, and Sport Plus.
The three-chamber adaptive air dampers allow for better chassis control over various surfaces. Moreover, its lift function raises the car’s height by 20mm at up to 30kmph. From 90kmph onward, the car lowers itself 10mm. At 180kmph, the suspension lowers the car by 22mm for improved road holding.
The Porsche Taycan also has electromechanical anti-roll bars governed by Porsche Dynamic Chassis Control Sport (PDCC Sport) system. It also features torque vectoring by braking under Porsche Torque Vectoring Plus (PTV Plus) system.
Essentially, during a turn, the car applies brake on the inside wheel for better turning. There’s also rear-wheel steering on the car to help it turn and/or stabilize at high or low speeds. Now come the powertrain details of the Porsche EV.
The Taycan features an 93.4kWh battery pack which makes 625HP power and 850Nm torque. On overboost, the car makes 680HP power in Turbo guise. In Turbo S form, the overboost function boost system power output to 761HP.
Moreover, the Turbo S has a higher torque output of 1050Nm. This output comes courtesy of two motors, one placed at either axle. The front motor gets a single-speed gearbox while the rear gets a two-speed transmission unit.
Coupled with the car’s low drag coefficient of 0.22, the Taycan Turbo goes from 0-100kmph in 3.2 seconds while the Turbo S does the deed in 2.8 seconds. The Turbo S reaches 200kmph mark in 9.8 seconds while the Turbo takes 10.6 seconds.
Range-wise, the Turbo model offers 450km on a single full charge while the Turbo S offers 412km (based on WLTP cycle). Both cars’ top-speed is limited to 260kmph. Importantly, the car recovers energy only when you apply brakes. Otherwise, the car keeps coasting and recovers no energy whatsoever.
Lastly come the differences between Porsche Taycan Turbo and Turbo S models. Here, the Turbo S gets rear-wheel steering with 14.2:1 steering ratio, carbon ceramic brakes with 420mm discs up front and 410mm discs at the back, wider 21-inch wheels at either end, and slightly higher 0.25 drag coefficient. The Turbo model offers its own set of benefits though.
Using a DC 50kW charger or a 270kW charger will juice up the battery faster than on Turbo S up to 100km range. It also offers more aerodynamic body with 0.22 drag coefficient. Lastly, it can be optioned with some features offered as standard on Turbo S while retaining the 450km range. The choice is yours and you won’t lose much between the Turbo S and Turbo models.
Is the Porsche Taycan worth consideration?
What’s more to consider about the Porsche Taycan? Its price is mouth-watering. After all, Porsches are not known to be cheap by any measure. Here’s the kicker – no other brand matches Porsche’s sports car-making pedigree.
From that perspective, it is the best EV you can get from a traditional automaker. Initial reviews of the car show it has some kinks to be ironed out. The best part about EVs is almost anything can be fixed via software updates.
The question really is this – why should you not consider the Porsche Taycan? I can think of three reasons. The Taycan won’t cut it if you are looking for an electric crossover. Maybe you don’t want a big hole in your pocket that comes with buying a Porsche.
There’s also the existence of the Tesla Model S which may suffer from quality issues and all, but still comes in cheaper than Taycan. Moreover, the Model S offers more power, range, and allays reliability concerns typically associated with new cars as it has been on sale for a few years now. Can you think of another reason?
Porsche Taycan – Specs at a Glance
|Price||Turbo – GBP 1,15,858/Turbo S – GBP 1,38,826 (approx Rs 1.01 crore for Turbo and Rs 1.21 crore for Turbo S at current exchange rate)|
|Motor||Two permanently excited synchronous motors, one at each axle|
|Power||625HP (overboost to 680HP on Turbo/761HP on Turbo S)|
|Torque||850Nm (1,050Nm on Turbo S)|
|Transmission||Single speed automatic at front, twin-speed automatic at back|
|Front Suspension||Independent double wishbone with adaptive air dampers|
|Rear Suspension||Independent multi-link with adaptive air dampers|
|Front Brakes||415mm steel discs with 10-piston calipers (420mm carbon ceramic discs available as option; standard on Turbo S)|
|Rear Brakes||365mm steel discs with four-piston calipers (410mm carbon ceramic discs available as option; standard on Turbo S)|
|Height||1,381mm (1,378mm on Turbo S)|
|Range||450km on WLTP cycle (412km on Turbo S)|
|Battery Pack Capacity||93.4kWh Performance Battery Plus|