RE: Porsche Taycan | Official reveal!

RE: Porsche Taycan | Official reveal!

Wednesday 4th September

Porsche Taycan | Official reveal!

The new 761hp 'Turbo S' has just been unveiled - PH blagged a go in the passenger seat



This is it then, the first pure electric Porsche - a car that's been very, very long in the works and one that, if it lives up to the hype, could be as significant to the brand as the original 911. Or the Cayenne at least - this is new era stuff, after all. Even if we put aside the fact that it's the first EV Porsche for one second and consider only the performance on offer, the Taycan is so clearly a leap forward that direct comparison with any existing model seems futile. Obviously there's no flat-six or V8 aboard - but because there isn't, Porsche says it has the lowest centre of gravity of any series production car it's ever made. And it has 761hp in Turbo S format (yes - weirdly, the regular nomenclature is retained), which, excluding the 918, puts it in a league of its own. Ditto the way that power gets to the ground, which is so far removed from any other Porsche that it must be considered 'all-new' in the most comprehensive way.

Evidently, the brand is concerned not just with the prospect of launching its first proper EV - but one that sets the bar for such machines. This, you'd imagine, was the intention from day one; especially with the enormous head start Tesla enjoys when it comes to high-powered, usable electric cars. PH can report that its all-guns-blazing zeal is not conthe new car first-hand - albeit from the passenger seat in a pre-production model. The numbers though, are worth covering off: case in point, the powertrain's prodigious output is somewhat overshadowed by the Taycan's use of an 800-volt system architecture, the first to be fitted to a production car and double that of the Tesla Model S and pretty much everything else expected to charge from the plug.


With such voltage, Porsche's twin-motor machine promises massive performance, great usability and multiple years of future proofing. The Turbo S offers 774lb ft of instant torque for a 0-124mph sprint time of 9.8 seconds, while the 680hp/627lb ft Turbo can recharge all 650kg-worth of its 396 floor-located cells (stacked in 33 modules) to 80 per cent of their 279-mile range in 22.5 minutes - and still hit 124mph in 10.6 seconds. It takes five minutes to go from empty to 62 miles-worth of range, or, if you've only a regular 50kW charger to hand, 1.5 hours to brim it. The Turbo S is set to have near identical charge times, with its range rated at 257 miles. Those stats are inevitably only possible when the charging hardware is supplied with its maximum of 270kW, the figure provided by Porsche's home charging docks. These will be offered alongside the car, and - in Europe at least - at Ionity-run public locations which are specifically made for Porsches (much like Tesla's Superchargers). For UK buyers the wait for the charger network to catch up will be longer - there are currently just two Ionity Porsche chargers in the UK, both in the south east - but 38 are said to be planned for next year. The manufacturer also points to the 400 150kW chargers that BP Chargemaster plans to roll out by 2021. Failing that, power can be supplied by a regular domestic wall socket as well - should you have much, much more time on your hands.

Drive for the 2,295kg Taycan is supplied to all four wheels via two motors, one on each axle. Both are permanently excited synchronous motors (an exotic choice for a production car) that share their casing with pulse-controlled invertors, with the motor on the rear also benefitting from two speeds. Not only does the setup give both the Taycan Turbo and Turbo S 161mph top speeds, it ensures the motors offer the highest kW per litre density of any EV powertrain. This is possible thanks to Porsche's use of innovative hairpin wound coils, which, in layman's terms, means that they are more tightly packed to offer more power and torque from the same space - sort of like a higher compression combustion engine. With the twin-speed rear axle, more of that energy is available for longer.


Using two motors and floor-mounted batteries within a four-door body has helped engineers achieve a 51:49 per cent front to rear weight distribution for the Taycan, which measures 4,959mm long, 1,958mm wide and stands 1,380mm high, making it almost as large as a Panamera. Yet thanks to the tight packaging of the innards, the floor underneath is flat and, combined with the sculpted aluminium body, gives the car a drag coefficient of just 0.22. There are two boots, by the way, with 82 litres of space in the front and 400 litres in the back. Additionally, to emphasise the fact that this is a true four-seater, there are a couple of gaps in the battery-packed floor to create rear footwells, while the chassis gets three-chamber air springs as standard to deal with the weight of the car plus adults. The suspension - which has technical similarities to the weight-hiding hardware of the Panamera Turbo S E-Hybrid - is continuously adaptive (PASM), too, and comes as part of Porsche's so-called 4D Chassis Control, which synchronises torque vectoring, damping rates and roll stabilisation.

Consequently, even from the wrong seat of a development car, the Taycan has a real quality to the way it moves. The overt elasticity of the torque delivery lunging from the twin motors is also among the obvious first impressions; our demo driver - one of the car's engineers no less - wasting no time in demonstrating an organ-shifting flat-out launch. Impressively, the Taycan can do these launches over and over again thanks to its ultra-effective cooling systems, something that sets it apart from its current rivals. And despite its significant mass, the natural deceleration from the car's energy recuperation tech - it amounts to 0.4 G alone - means the brakes have a far easier time than normal. In fact, 90 per cent of normal braking scenarios are said to be handled without the use of the actual brakes, although stamping on them will slow the Taycan with 1.4 G of deceleration - which might have helped in making the Taycan an EV Nurburgring record-breaker. Sitting in a Taycan that is being driven around a test track like an all-wheel drive drift car is honestly mind bending, with our all-wheel steering (an optional feature) development car quite happy to enter corners at considerable yaw angles and equally impressive speeds. There's so much torque and traction on offer it feels like the Taycan could haul itself out of scenarios that would be far trickier to save in anything else - and more importantly, it seems to do so seamlessly.


The flatness with which the Taycan corners is of little surprise, what with Porsche's familiar anti-roll tech marshalling the body - and with such a low centre of gravity it feels like there's no lateral movement at all. We're told the balance is set to mimic the 911, rather than Panamera, and judging by our driver's use of the pedals, we'd hedge that the Taycan is most rewarding when the great commitment is followed with an instant dose of throttle - and the satisfaction is genuinely enhanced by the acoustically-boosted electric motor sounds, which are not fake but rather microphone-supplied from within each motor's casings. The soundtrack is part Formula E, part space craft - a combination which actually works. Our test pilot explained that it's useful, too, particularly in low grip scenarios, when the sound of raised revs is often noticed before a slide begins.

On first impression, then, it would appear that - at the very least - Porsche has built a car of enormous capability. The way the Taycan combines massive performance with smart design, a high-tech cabin, and an anticipated running cost of 28 cents (Euros) per kWh with an eight-year or 99,500-mile battery warranty - not to mention 30,000 orders already in the bag - suggests that Porsche's first go at fully electric is well placed to turn the premium end of the industry on its head. Or at least it ought to, so long as things match up from the driver's seat. Only a few more weeks to wait before we find out if they do.


The Taycan configurator is already live, too - have a go here.
















Author
Discussion

sidesauce

Original Poster:

1,030 posts

163 months

Wednesday 4th September
quotequote all
That may well be the Tesla killer promised. Love the way it turned out!

Wills2

15,973 posts

120 months

Wednesday 4th September
quotequote all
The Turbo bit is just daft.


AmosMoses

3,363 posts

110 months

Wednesday 4th September
quotequote all
Big yep from me, with Porsche being excellent at everything I expect this to be awesome.

Dave Hedgehog

11,085 posts

149 months

Wednesday 4th September
quotequote all
i want one

lotto tickets purchased lol

loudlashadjuster

3,390 posts

129 months

Wednesday 4th September
quotequote all
That whole article and not one proper frontal shot of the thing? Are Porsche a bit...sensitive about it? They seems to have gone to great lengths to disguise or ignore the front treatment.

Stunning thing, anyway.

cmoose

44,929 posts

174 months

Wednesday 4th September
quotequote all
Interesting times.

Seems they've missed a few targets, slightly. 80 per cent charging time has slipped from 15 mins to 22.5 mins and range slipped from 500km to 450km. As ever, the battery tech just isn't where it really needs to be.

The industry desperately wants to make the switch the BEV, but the batteries won't entirely co-operate. As good as this car will no doubt be, 2,250kg is ludicrous given the range is 'only' 279 miles. No doubt the battery pack weighs north of 600kg, probably a fair bit north and it still doesn't buy you all that much range.

Not exactly a shattering observation, but if anybody can patent a major step in battery power density, they'll pretty much rule the world.

abzmike

1,405 posts

51 months

Wednesday 4th September
quotequote all
Lots of want here, and I’m not even a diehard Porsche fan. Couple of comments - the lights front and back look unnecessarily big and plasticky, some silly detail inserts on the steering wheel... and why Turbo? It’s like the turbo button on an old PC that no one ever turned off.

austinsmirk

3,518 posts

68 months

Wednesday 4th September
quotequote all
wonder if this will finally stop all the EV bashing ? doubt it, because there is always someone who demands a car with an 800 mile range, they can drive non stop somewhere.

anyway, its awesome, lovely, beautiful. far better than my ugly EV.

Harry_523

177 posts

44 months

Wednesday 4th September
quotequote all
Taycan "turbo" and F8 tributo in the same day. Thats my 2 car garage sorted wink

However, other than charging times (a big gain to be fair), there's nothing particularly game-changing about this car which is a shame from Porsche. Fingers crossed its not Panamera money, but I wont hold my breath...

r6blacky

224 posts

182 months

Wednesday 4th September
quotequote all
A better look at the front in this image



jonm01

779 posts

182 months

Wednesday 4th September
quotequote all
Not sure about those big front headlights....

sidesauce

Original Poster:

1,030 posts

163 months

Wednesday 4th September
quotequote all
cmoose said:
Seems they've missed a few targets, slightly.
Unlike ICE, I suspect battery tech changes will simply be slotted in to meet the original claims. Probably even exceed them too in time.

throwerp

7 posts

92 months

Wednesday 4th September
quotequote all
Couldn't agree more, good car, daft name (where is the turbo fitted then Porsche?)!

cerb4.5lee

12,332 posts

125 months

Wednesday 4th September
quotequote all
I really like that Blue colour.

stuckmojo

2,008 posts

133 months

Wednesday 4th September
quotequote all
r6blacky said:
A better look at the front in this image


Reminds me of a 996.2

PaulD86

861 posts

71 months

Wednesday 4th September
quotequote all
I think that may be the first electric car (maintstream) that I've found interesting. Looks great and some impressive numbers. Curious on the price. I'd have one over a Tesla every day of the week and I suspect I'm not the only one!

oilit

773 posts

123 months

Wednesday 4th September
quotequote all
I am confused:-

"The numbers though, are worth covering off: case in point, the powertrain's prodigious output is somewhat overshadowed by the Taycan's use of an 800-volt system architecture, the first to be fitted to a production car"

Yet, from the Aston Martin website - as reported by Pistonheads for the Rapide E in April 19:-


"....The 800V high-voltage battery system enables even faster charging of 310 miles of range per hour, using an 800V outlet delivery 100kW or higher"


Is architecture different to battery system?

BFleming

1,310 posts

88 months

Wednesday 4th September
quotequote all
jonm01 said:
Not sure about those big front headlights....
The ones on the prototype that were mostly disguise stickers?

chelme

631 posts

115 months

Wednesday 4th September
quotequote all
Why call it a Turbo, when it is all electric?!

It's misrepresenting what it is.

Taycan keep it.

Greg the Fish

698 posts

11 months

Wednesday 4th September
quotequote all
Not liking that at all.