Porsche Tycan 2021 review

Porsche is best known for producing some of the finest sports cars in automotive history, but like most other automakers, it hasn't had the experience of making electric vehicles - until now.

Yes, the long-awaited big Taycan sedan is finally here, and it should prove that sports cars and electric cars are not mutually exclusive.

It's a tough task, but if any automaker can pull it off, it's Porsche. So, is the Taycan something special? Let's find out.

Porsche Taycan 2021: 4S
Safety Rating
engine's type	-
fuel type	Electric guitar
Fuel efficiency	—L / 100km
Landing	4 Places
Price from	$153,000

Is there anything interesting about its design? 10/10

When concept cars become production models, much of what makes them so special is often lost in translation, but the Taycan tells a different story, largely staying true to the Mission E that announced it.

And the Taycan can't be mistaken for anything other than a Porsche model. However, he is also clearly different from his siblings, inside and out.

• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: 4S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: 4S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: 4S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: 4S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (image: Turbo).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (image: Turbo).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (image: Turbo).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (image: Turbo).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: Turbo S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: Turbo S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: Turbo S).
• As an electric car, the Taycan puts a lot of emphasis on aerodynamics (Image: Turbo S).

As an electric car, aerodynamics are key for the Taycan, and its impact on looks is evident from the front, where active air curtains drip down from the signature four-point LED daytime running lights.

On the side, the Taycan has cool retractable door handles designed to keep drag to a minimum, as well as a host of aerodynamic alloy wheel designs designed to increase range.

Then at the rear, the Taycan has a three-tier spoiler located above the LED taillight, which automatically raises at 90 km/h, then again at 160 km/h and again at 200 km/h to increase downforce.

Of course, the Taycan really hits the EV point with its massive diffuser, which of course doesn't have built-in tailpipes considering it has zero emissions.

The Taycan has retractable door handles that minimize drag (Image: Turbo).

Inside, you can immediately see that the Taycan is a technological marvel, and visually impressive.

Buttons are few and far between: the center stack features 10.9- and 8.4-inch touchscreens, with the former being the center display and the latter controlling the climate control with useful tactile feedback.

Surprisingly, this combo is actually quite easy to use, although learning where and when to press takes a while and then all the resulting fingerprints show up...

And if you want to make it easier for the front passenger to get into the action, a second 10.9-inch touchscreen can be added to its $2150 side of the dash, but why would you?

A second 10.9-inch touchscreen can be added to the dashboard on the passenger side (image: 4S).

And as futuristic as this setup is, it's the curved 16.8-inch digital instrument cluster that grabs all the attention. It's a massive, stunning beast that puts what you need in the eye.

• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (pictured: 4S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).
• The interior is finished in classic Porsche style with high-quality materials (image: Turbo S).

Otherwise, the interior is finished in classic Porsche style with high-quality materials, including the presence of leather-free upholstery along with natural cowhide.

How practical is the interior space? 8/10

Measuring 4963mm long (with a 2900mm wheelbase), 1966m wide and 1379mm high, the Taycan is a big sedan in every sense of the word, but being an electric car, it was always going to do things a little differently when it came to practicality. .

The trunk, for example, has a capacity of 366L, which isn't impressive, but can be expanded to an unknown volume by folding down the 60/40-folding rear seats, an action that can only be accomplished with a manual release of the second row. latches.

And to make it harder to load bulkier items, the boot opening is small and there's a tall loading lip to contend with.

However, the floor is flat, there are deep storage drawers on the sides and a decent underfloor compartment (perfect for storing the onboard charging cable). There are also four attachment points and a 12V socket at hand.

While it's all a little mixed up, the party Taycan's trick lies in its front end (or trunk), which provides another 84L of cargo capacity, meaning it can fit a couple of padded bags or a small suitcase. Yes, since this is an electric car, there is no engine under the hood.

Some compromises are also found in the second row, where behind my 184cm (6ft 0in) driving position there is only two inches of legroom available, as well as a couple of inches of headroom. Given its large size, you'd think the Taycan would be more spacious for rear passengers.

Speaking of which, there are two seats in the second row as standard, although the middle seat can replace the $1000 center tray, but it's best not to use it all the time due to its elevated position that makes you slouch.

The second row isn't very wide either, so three adults seated abreast isn't much fun, and the big center hump eats up precious legroom as well.

In any case, there are two ISOFIX attachment points for installing child seats if younger children feel the need for speed.

In terms of amenities, the second row features a fold-down armrest with two cup holders, as well as two USB-C ports and a 12V outlet, while drawers in the tailgate can hold one regular bottle.

The first row has two more USB-C ports and a 12V outlet in a small center compartment, while the glove box is also smaller.

The first row has two USB-C ports and a 12V outlet in a small central bay (Image: 4S).

However, there are two cupholders on the center console and two regular bottles can be placed in the front doors.

Does it represent good value for money? What functions does it have? 8/10

At launch, the Taycan will be available in three all-wheel drive versions, but an entry-level rear-wheel drive version is expected to join the lineup in the future along with the Cross Turismo station wagon body.

The 4S version is currently in production, priced between $190,400 and $10,000 plus travel expenses. Yes, you can buy a Taycan for $45,000 less than the slightly larger Panamera, not to mention $911 less than the iconic $XNUMX – which is a pleasant surprise.

Standard equipment on the 4S includes three-chamber air suspension with adaptive dampers, cast-iron brakes (360mm front and 358mm rear discs with six- and four-piston calipers respectively), dusk-sensing LED headlights, rain-sensing wipers, 20-inch alloy wheels Sport Aero, rear privacy glass, power tailgate and black exterior trim.

Inside, keyless entry and start, live traffic sat nav, Apple CarPlay support, digital radio, 710W 14-speaker Bose audio system, heated steering wheel, 14-way power front seats with heating and cooling, and dual zone function. climate control.

The Turbo trim costs a lot more, $268,500, but adds rear torque vectoring, sport suspension with active anti-roll bars, ceramic-coated cast-iron brakes (410mm front and 365mm rear discs with six- and four-piston calipers). respectively), Matrix LED headlights, 20-inch Turbo Aero alloy wheels, body-color exterior trim, heated rear seats, and four-zone climate control.

Then there's the Turbo S trim, which asks for another $70,000 but includes "Electric Sport Sound", "Sport Chrono Package", speed-sensing and rear steering, carbon ceramic brakes (420mm front and 410mm rear rims with 10" rims). and four-piston calipers respectively), 21-inch "Mission E Design" alloy wheels, carbon fiber exterior trim, sports steering wheel, and 18-way power-adjustable front sport seats.

Being a Porsche model, the Taycan comes with an extensive list of expensive options, one of which must be included is a $3350 head-up display, and there are plenty of others that we will mention in the following sections.

The Taycan's electric competitors include the groundbreaking Tesla Model S ($145,718 to $223,718) and the related Audi e-tron GT (price yet to be determined), and the BMW M5 Competition ($246,900) and the Mercedes-AMG E 63 S ($253,900 XNUMX). his "traditional" enemies.

What are the main characteristics of the engine and transmission? 10/10

All Taycan models are equipped with two permanent magnet synchronous electric motors that are split between the front and rear axles to provide all-wheel drive.

Unlike other electric vehicles, the Taycan is equipped with a single-speed automatic transmission on the front axle and a two-speed one on the rear axle, which increases its dynamic potential.

However, as their names suggest, not all classes are created equal: the 4S delivers up to 390kW of power and 640Nm of torque and sprints from standstill to 100km/h in a claimed four seconds.

While the $11,590 "Performance Battery Plus" package boosts the 4S' power to 420kW and 650Nm, its impressive triple-digit sprint times remain the same.

Then there's the Turbo, which ups the ante to a ludicrous 500kW and 850Nm, hitting 100km/h in just 3.2s.

But it's the Turbo S that takes performance to a whole other level, delivering 560kW and 1050Nm to triple digits in an almost unbelievable 2.8s. Yes, this is one of the fastest cars in history.

It is worth noting that in all Taycan trim levels, maximum power and torque are only available in Overboost mode, which is activated only when launch control is turned on.

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How much electricity does it consume? 8/10

Being electric, the 4S comes with a 79.2 kWh battery as standard, has an official combined power consumption of 26.2 kWh/100 km and a claimed range (ADR 81/02) of 365 km.

However, buyers can opt for the $11,590 Performance Battery Plus package, which boosts the 4S's battery output to 93.4 kWh. It consumes 27.0 kWh / 100 km and travels much more useful 414 km without recharging.

A larger battery is standard on the Turbo, which consumes 28.0 kWh/100 km and covers 420 km on a single charge.

The same battery is found in the Turbo S, although it consumes 28.5 kWh/100 km and lasts 405 km on a single charge.

Using a DC fast charger with a CCS connector, the Taycan's battery can be charged from 5 percent to 80 percent capacity in 22.5 minutes.

In real conditions, we managed to improve the performance of the 4S (21.5 kWh/100 km at 70 km) and Turbo (25.2 kWh/100 km at 61 km) and slightly behind the Turbo S (29.1 kWh/100 km at 67 km). ).

While this is a good set of results, it's worth remembering that launch routes are mostly high-speed country roads, so a more balanced mix of roads will yield higher returns.

In any case, we never felt riddled with anxiety when it came to the driving range. And given the high level of performance, this is great news.

But when the Taycan runs out of charge, the 4S can quickly charge up to 225kW DC, though it can be boosted to 270kW with the $11,590 Performance Battery Plus package that comes standard on the Turbo and Turbo S.

Using a DC fast charger with a CCS connector, the Taycan battery can be charged from 80 to 22.5 percent capacity in just 11 minutes, and a 2kW AC charger with a XNUMXKW type connector can do the job from either side of the car in XNUMX minutes. eight hours for a small block or nine for a large one. So, for the night.

Pleasingly, all Taycan models also come with a three-year subscription to the Chargefox public electric vehicle charger network, which includes fast DC chargers.

What safety equipment is installed? What is the safety rating? 7/10

Like all Porsche models, the Taycan does not have an ANCAP rating, which means it has not been independently crash tested. However, he still makes great efforts to ensure security.

Advanced driver assistance systems across all Taycan classes include autonomous emergency braking with pedestrian detection, lane keeping assist, adaptive cruise control, blind spot monitoring, surround view cameras, front and rear parking sensors and tire pressure monitoring.

But you'll have to pay $1200 for steering and intersection assist, $2000 for rear autonomous emergency braking and cross traffic alert with parking assistance, and $4650 for Night Vision. Frankly, everything but the last one should be standard.

Other standard safety equipment includes eight airbags, anti-lock brakes, and conventional electronic traction and stability control systems.

Warranty and safety rating

Basic Warranty

3 years / unlimited mileage


guarantee

ANCAP Safety Rating

How much does it cost to own? What kind of guarantee is provided? 8/10

Like all Porsche models, the Taycan comes with a three-year unlimited mileage warranty, two years short of the premium standard set by Mercedes-Benz, Volvo and Genesis.

However, the Taycan's battery is rated for eight years or 160,000 km, giving you extra peace of mind.

The Taycan also receives ongoing roadside assistance while it is being serviced by Porsche, and it is updated after every service.

Speaking of maintenance, the intervals for the Taycan are good and long, every two years or 30,000 km (whichever comes first).

Unfortunately, Taycan service prices were not available at the time of writing, so owners will have to contact Porsche to confirm them before each visit.

What is it like to drive? 10/10

Explosive. If you can describe the Taycan, especially the Turbo and Turbo S, it's explosive.

In fact, it's hard to put into words the feeling you get when you step on the Turbo S gas pedal for the first time, regardless of the driving mode.

You know the Turbo S is going to be very, very torquey, but nothing prepares for what it is, let alone the instantaneous nature of delivery.

It's hard to put into words the feeling you get when you step on the gas pedal of the Turbo S (Image: Turbo S).

To use an old car cliché, the Turbo S has you in the seat not only out of turn, but in gear. It is a brutal precursor to the inexorable acceleration that follows.

And while it's just a cap and not top billing, the Turbo's straight-line performance is only a fraction or two behind its big brother.

Explosive. If you can describe the Taycan, especially the Turbo and Turbo S, it's explosive.

The same doesn't apply to the 4S, which is much smarter - well, relatively. He still aims for the horizon with intent, but he does so in a more "calm" manner.

As such, it's a smart choice in the lineup, while the other two options are laugh or scream out loud.

Either way, the Taycan experience is taken to the next level with Electric Sport Sound (optional on the 4S and Turbo, but standard on the Turbo S), which is active in Sport+ driving mode. The new school sci-fi soundtrack is actually pretty damn cool...

The same can be said for the rear axle two-speed automatic transmission, which you can hear and feel as you shift gears. As mentioned, this is a unique feature for an electric vehicle that allows the Taycan to keep running and running.

• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).
• You know the Turbo S is going to be very, very torquey, but nothing is ready for what it is (image: Turbo S).

But when it's time to pull out the stumps, the subtlety of regenerative braking (unless the "Range" driving mode is on) comes to the fore, in which the battery is charged at idle. In fact, Porsche claims that in 90% of daily driving situations, the brakes are not applied.

But when discs and calipers are required, they work hard. The cast iron parts of the 4S are solid, while the Turbo ceramic-coated cast iron stoppers are even stronger, but the Turbo S carbon-ceramic brakes wash away speed with ease. So fruitful.

But as impressive as the braking performance is, the pedal feel is even more impressive. Why? Well, most EVs are shocking (pun intended) when it comes to this key aspect, but the Taycan leads the way thanks to its linearity that shouldn't be underestimated.

Of course, there's more to the Taycan than just accelerating and braking, but it also puts a lot of effort into handling.

First, you'd expect the ridiculous power of the Turbo and Turbo S - and possibly the 4S - to be enough to knock out even the best all-wheel-drive system from time to time, but that's not the case. Traction is always plentiful, whether it's a standing start or a slingshot shot from a corner.

The latter is made more achievable by rearward torque vectoring of the Turbo and Turbo S, which works hard to find the wheel with the most grip. While the 4S misses out on this feature, its mid-corner grip is still strong.

Body control is also very impressive when driving on a good winding road: the 2305-kilogram Turbo and 2295-kilogram Turbo S active anti-roll bars do their best to compensate for body roll. Again, the 2140-pound 4S is overlooked, but only marginally.

Even better, the Turbo S's size doesn't scare you in corners, thanks to rear-axle steering that effectively shortens its long wheelbase and makes it behave like a much smaller car. The 4S and Turbo are overlooked this time around, but they don't feel bulky to begin with.

Of course, the other key part of the handling is the electric power steering system, which also turns out to be very, very good.

The 4S and Turbo get the same version, which is not only well-weighted, but also nice and straight forward, and offers an amazing level of feel.

The Turbo S goes one step further by including speed sensitivity in its version. As a result, it is relatively light in the hand at low speed for improved maneuverability, but noticeably heavier at high speed for better stability.

Now, you'd be forgiven for thinking the Taycan is sports car oriented, which means it's not the most comfortable big sedan, but it actually rides relatively well thanks to its three-chamber air suspension.

As the name suggests, the "Comfort" driving mode is quite pleasant, but if you want smoother cornering, the adaptive dampers can gradually get stiffer, including "Sport" and "Sport+" driving modes, the former being more than livable, in while the latter is a bit redundant.

It's worth noting that the Turbo and Turbo S have a sporty setup, so they're not as good as the 4S in every way. Either way, the big alloy wheels and thin tires of all three have a habit of catching sharp edges, but that doesn't get in the way.

If we talk about tires, then the noise they produce prevails in the cabin, especially on poor-quality roads. That, and the audible wind noise at speeds above 110 km/h, is made more apparent by the fact that the Taycan doesn't have engine noise to compete with them - although that's a minor issue.

Verdict

When it comes to electric cars, the Taycan might just be the best of them all, as it is well and truly putting pressure on the upcoming refreshed Tesla Model S and Audi e-tron GT.

But the greatness of the Taycan doesn't really come from the fact that it's an electric car, but from the fact that it's a phenomenal sports car, especially in the Turbo S version, although the cheaper Turbo is almost as good.

In any case, we are very, very excited about the Taycan and we can't wait to see what happens next.