S02E13 A true Stuttgarter: Porsche Taycan
According to some, Porsche only makes four-door cars to use the profits to develop and manufacture the "real" Porsches, the two-door models. This might not be entirely true – although there might be some basis for it – but I was very curious to see what kind of electric car they could build in Stuttgart-Zuffenhausen, where the 911s are also made.
The Taycan was introduced at the end of 2019 and was the company's first fully electric car. It is a close relative of the previously introduced Audi RS E-tron GT, sharing the same platform, drivetrain, and many other components. For example, both models are long (almost 5 meters), wide, and low sports sedans, with exterior dimensions similar to the Tesla Model S. Porsche also made a version with a larger trunk, called the Sport Turismo – which I wouldn't call a station wagon – and a slightly higher version called the Cross Turismo, which is the model I tested. The latter is similar to the Audi Allroad or Volvo's Cross Country versions, with higher ground clearance, black plastic wheel arches, and a few other details. The result is a very attractive car, which, from certain angles and with a bit of imagination, can resemble some characteristic lines of the 911.
Despite its large exterior dimensions, the car is quite cramped inside. The front space is adequate, the driver's seating position is particularly sporty, and – at least for me – very comfortable. The dashboard is typically Porsche despite being a fully customizable, large display, and there is also a smaller display for the front passenger. The quality and materials are impeccable, which is to be expected. The rear space is more limited. Despite the large wheelbase, the rear seat is more suitable for shorter trips for adults, as it is quite low, making entry and exit difficult. The trunk is also not huge, although it is certainly larger than the regular Taycan (446 liters vs. 366 liters), and there is some consolation in the fact that there is a frunk where at least the charging cables can fit.
The infotainment system is fast, doesn't lag, and has a very nice interface – it shows that the company group can do it if they want to and don't have to cut costs everywhere. The Porsche mobile app also works great, is easy to use, and has all the necessary features.
It wouldn't be worthy of the brand's heritage if the Taycan didn't have enough power. The tested model has 476 horsepower which is more than enough, the post-facelift version has a variant with over 1000 hp. An interesting feature of the drivetrain is that the Taycan has a two-speed automatic transmission. The reason for this is that the manufacturer wanted the car to handle the high speeds of the unrestricted German motorways, so a Taycan owner wouldn't be embarrassed compared to a Panamera driver. In exchange, they accepted the additional weight and drivetrain losses of the gearbox.
The suspension is air-sprung, and the car's height can be raised by 30 mm if necessary. The driving experience is fantastic in any setting, the steering is precise, and the brakes are excellent, living up to the brand's heritage, even with the Taycan's 2.3-ton curb weight.
The energy is provided by an 83.7 kWh (net) battery pack, which is optional, with the base version having a net capacity of 71 kWh. Charging is interesting in several ways. The Taycan is built on an 800 V platform, so it can charge at up to 270 kW (newer models at 320 kW) on DC, and there are AC connectors on both sides of the car, which can take up to 22 kW. The car comes with not only the usual AC cable and a cable for a standard outlet but also one for an industrial (400 V) socket.
The car's drag coefficient is 0.26, which is significantly worse than the sedan Taycan's (0.22), but despite the relatively high curb weight and large frontal area, I experienced quite friendly consumption, at least compared to what I expected. In cold weather around 0 degrees Celsius, the car consumes 26 kWh per 100 km at a highway speed of 130 km/h, and for my German friends or those driving on the Autobahn, it consumes 28 kWh at 160 km/h. This means that you need to stop for charging roughly every 300 km, and the 17-minute break to charge from 10% to 80% is usually a welcome rest for the human body as well.
Who do I recommend the Taycan to? To all those who had Porsche posters on their walls as kids, want a sporty electric car, and can afford to choose in this price range. The Taycan has retained many of the brand's values and has successfully combined tradition with an electric drivetrain. I would gladly accept one for myself.
With the Porsche, my series on electric cars, which has been running since the beginning of the year, comes to an end. Next week, I will be back with a new summary after the summer break article, as the tests of the new semester have brought many new experiences and observations. I look forward to seeing you then!
领英推荐
Previous articles:
Disclaimer: opinions expressed are solely my own and do not express the views or opinions of my employer and are not supported by any OEMs.
Photographer
2 个月????