At the wheel of the Porsche Taycan: the brand's first 100% electric

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We have got behind the wheel of the Porsche Taycan, the first 100% electric model of the new era of the brand. And we have been fortunate enough to drive it from the capital of Norway, Oslo to the Swedish city of Goteborg, within an 18-stage route that will cross nine countries, taking the Taycan caravan from Oslo to Stuttgart, Porsche headquarters.

The Porsche Taycan, at first glance, we liked. The body is Panamera style with a rear reminiscent of its line to the current 911. It is a coupe sedan with 4.95 meters long, 1.95 m. wide and only 1.38 m high, with a battle of 2.9 meters. The Porsche Panamera Hybrid SE measures 5.04 m, 1.93 m, 1.42 m and a wheelbase of 2.95 m.

From Porsche they explain that Taycan's client would look for a saloon below the Panamera. At first glance, the differences are minimal. Inside, in the rear seats the Panamera offers more feeling of spaciousness. However, I have traveled in the back of the Taycan, I measure 1.67 m high, with a person in front of 1.85 m and I have done it comfortably, comfortably and without getting dizzy in sudden changes of direction while using the computer.

Another difference between the Panamera hybrid and the electric Taycan is the trunk. Win Taycan with 445 liters together for the 405 liters of the first . In the Taycan we have put three suitcases of plane cabin and three backpacks without problems. Larger suitcases would enter only two: the fall of the gate determines the cargo space. We say together because the Taycan has 336 liters of capacity behind and 81 in front . The Panamera, in front, carries the combustion engine. These boot capacities are far from the 745 liters offered by the Tesla Model S behind, but they are more than the 60 liters offered by the Californian model in front.

Driving position

Upon entering the Taycan we realize that we are facing a Porsche, the first by the steering wheel, which includes the small wheel to change driving mode. Behind the wheel, digital instrumentation in the style of 911, wider than the steering wheel with what some data are covered by that. On the right, in the center of the dashboard, another screen, which joins a third intended for the use and enjoyment of the co-pilot. It is a different option than the one chosen by Mercedes that mounts a large screen that crosses the dashboard longitudinally or Tesla that incorporates its large screen in the center of it .

The entire system is compatible with iOS and Apple Car Play, given that 8 out of 10 Porsche customers according to the brand use iPhone.

The seats of both the Turbo version and the Turbo S feature fantastic ergonomics. The position is low and it is not noticeable that we are sitting on top of the battery. They hold the trunk perfectly in the sudden blows and pick us up in the strong accelerations and decelerations. The seats of the Taycan hold more than those of the Model S. Those of the German in none of the versions had a massage function. The Tesla's, yes.

It does not sound

The Taycan is the first Porsche that does not roar. Yes, the Panamera and Cayenne plug-in hybrids make no noise when they circulate in electric mode. In the Taycan the noise never exists. So you can hear it clearly when we park the parking sensors beep. The silence. It is what attracts the most attention. Although for about 500 euros there is the option of incorporating a sound based on the 919 hybrid competition. It is a whistle we like; although obviously it is not the roar of a 911 GT3. The Taycan does not sound like a 911 Turbo nor will the 100% electric Porsche do it in the future.

No start button is needed, very Tesla style. There is an on / off button on the left where the combustion Porsches are started. The gearshift is reduced to the minimum expression and is behind the steering wheel embedded in the dashboard and is to start forward, backward or the parking P.

Coupled and knowing that there is no sound, we start the march. Soft, quiet and comfortable. As soon as we reached the incorporation of the highway, we slowed down until we almost stopped to accelerate thoroughly with a brisk kick. Brutal. And we verify that from 0 to 100 km / h passes in a jiffy. We test with the first Turbo that needs 3 seconds, six tenths more than the Tesla Model S Performance in Ludicrous mode The Taycan Turbo S needs 2.6 seconds. The best thing about Taycan is that it continues with its thrust from 0 to 200 km / h, which means that the Turbo reaches in 10.6 seconds and the Turbo S in 9.8 s .

The ride comfort in the Taycan is very high for comfort and how the pneumatic suspension in both versions absorbs the irregularities of the terrain.

We left the highway to make a long stretch of curves with a good asphalt. The Taycan surprises with its good dynamism. In our opinion, it is above the Model S. The steering touch is Porsche and the changes of direction are agile. For greater enjoyment, cams could be incorporated behind the wheel. By not being there, we focus on accelerating, braking and driving. Curves are linked without stopping in Sport + mode.

Despite having 2,305 kilos of weight and its dimensions, the Taycan is very easy to carry. The low center of gravity since much of the weight is on the floor because of the battery gives it poise. Porsche says he has a weight distribution of 50:50 .

Another thing that has surprised us is the absence of the e-Pedal function that electric utilities have to increase energy regeneration. Basically when the accelerator pedal is lifted the vehicle starts to brake to recover energy. In the Porsche Taycan the predominant function is the candle, rather than the regenerative one.

Engineers have prioritized inertia before regeneration to maintain the sporty feel of driving. Although, if we move the wheel of the wheel towards the Range function (autonomy), the Taycan becomes more efficient.

Much of the dynamism has to do with the two engines of the Taycan, one on each axis and the fact that in normal conditions despite having all-wheel drive the weight is sent to the rear train. Synchronous motors of Porsche origin capable of rotating at 16,000 turns offer 680 horses (500 kW) in the Turbo and 761 hp (560 kW) in the Turbo S with two bestialities of 850 and 1,050 Nm Torque, respectively.

But according to the Porsche experts, that uncontrolled force is not efficient. Hence they have worked the chassis so that it absorbs lateral forces and gains acceleration in a curve. Of course it has stabilizer bars, the Porsche PASM system and also the Turbo S offers the possibility of having the four directional wheels, which improves the fast curve exit and facilitates the parking maneuvers at low speed.

As for the tires, the Turbo S version mounts 21-inch wheels 265/35 ZR 21 101 Y XL front and 305/30 ZR 21 104 Y XL behind, while the Turbo variant incorporates 245/45 R 20 103 Y XL front and 285/40 R 20 108 and XL behind . For the most powerful version the brakes are ceramic with a diameter of 410 mm while that for Turbo are ventilated and perforated discs of 365 mm.

Drums

The Taycan's battery has a capacity of 93.4 kWh which, according to Porsche, offers in the Turbo S version a range between 388 and 412 kilometers and between 381 and 450 in the Turbo. It can be charged at a maximum capacity of 270 kW. Porsche and LG (your provider) offer a 160,000 kilometer warranty.

One of the keys of the battery, in addition to its triple cooling system, is that it is 800 volts, when the current competitors reach a maximum of 400 volts according to Porsche.

According to Porsche, if it is charged at 270 kW, it takes 22 minutes to go from 5% to 80% of the battery charge. During the journey between Oslo and Goteborg we made an average consumption of 24.8 kWh at an average 42 km / h, using all driving modes and with varied stretches between highway, urban and conventional road.

The Porsche Taycan Turbo gives a WLTP autonomy of between 388 and 412 km. More real would be to say that the autonomy is between 355 and 365 km performing normal driving.

After crossing the border between Norway and Sweden we stopped at a gas station where there was a fast loading point of Ionity (each station has six loaders). Our Taycan charged 45 kW in 22 minutes, with a maximum point of 148 kW and an average higher than 100 kW. We went from 31% of the battery to 77% in those 22 minutes and from 120 km of autonomy to 296 km.

In Spain there is only one public charging point of more than 270 kW. It is 700 kW has been installed by Repsol in Lopidana (Álava), although if it is divided into four posts, the power would be 175 kW. In addition, the plans of Iberdrola and Endesa to put a quick recharge point every 100 kilometers on the main roads before we enter the next decade passes because most of these points are 50 kW . That is, in the Taycan if at 100 kW we have needed 22 minutes to load 40%, at 50 kW we will need 44 minutes.

In fact, according to Porsche to move from 5% load to 80% of the load on a 50 kW post, 93 minutes, an hour and a half are used. Porsche dealers in Spain will have fast charging points for their customers.

Prices

Prices for Spain where the first deliveries will start from next year will be 155,648 euros for the Taycan Turbo and 189,528 euros for the Taycan Turbo S.

According to the criteria of The Trust Project

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