Porsche has built its sporting reputation on the 911, but can the Taycan pave the way to an electric future? Andrew Frankel heads north to find out
So what do you want to do now? We could go and do some doughnuts,” says the chassis engineer with ill-disguised hope in his voice. Out here in the frozen wastes of northern Sweden, it seems almost obligatory to scribe some circles in the snow. Which is how I find myself rotating at impressive speed in a Porsche Taycan, at least until it rumbles what we are up to and starts flashing rude messages at its driver.
“It’s the same in all our four-wheel-drive cars,” sighs Christian Wolfsried, Porsche’s handiest hand on the Taycan programme. If I understand correctly, the front and rear axles have a bit of a pow-wow, figure out they’re being asked to do dramatically different things, rapidly conclude the driver is a lunatic and then shut the show down.
I mention this episode now because it seems that Porsche’s intention when inviting me to Lapland in the first place was to reiterate the fact that despite the Taycan being powered by electricity alone, it remains above all a Porsche.
The front and rear axles conclude the driver is a lunatic
This is the stage in the proceedings at which I become sufficiently uncomfortable to feel the need to issue a hygiene notice. I have not driven the Taycan, I have merely sat next to someone driving the Taycan. Can I tell you that what I felt that day had everything to do with the deftness of its chassis and nothing whatever to do with the evident skills of its driver? Of course not. And even if I could, would I be able to accurately estimate how behaviour on a frozen lake and roads covered with snow translated to what most of you recognise as more conventional conditions? Not with any confidence.
The good news is that you will now be spared the ghastliness of reading an entire story of impressions, only to realise at the last that the author has not driven the car, only by an absence of reference to steering feel. Besides, there is still plenty to be learned and plenty to be said, not least because by Porsche’s own estimation, the Taycan is its most important new car, certainly since the Cayenne transformed the business beyond all recognition in 2002, and quite possibly since the 1963 launch of the model that became known only sometime thereafter as the 911.
The first surprise is how small the Taycan feels. Because it’s a four-door car and because you know there’s a more off-road-oriented ‘Cross Turismo’ version coming, you mentally file it somewhere between a Panamera and a Macan. Or at least I did. But that’s not how it feels. No official dimensions have yet been issued but, based on what is known from the Mission E concept from which it is derived, the car is around 4.85 metres long, compared with well over five metres for the Panamera. Its wheelbase is far shorter too – not 911 short, of course, which only manages occasional rear seats and positions its engine outside the wheelbase, but short enough that with four-wheel steering it changes direction with startling alacrity.
Behind the wheel, it feels far closer to a 911 than a Panamera. The driving position is low, the centre console rising up commandingly beside you. As a result, it is very much a car you sit in, like a sports car, rather than on, like a family car. And that is entirely deliberate: Porsche knows it has a job on its hands convincing the world that electric cars and sporting cars are not diametrically opposed objectives, and if it can create the ambience of a 911 it will have gone some distance towards nailing that challenge. And even in the disguised prototypes in which I travelled, I can say with certainty that this at least has been achieved.
So Christian and I head out into a blizzard. As far as I can see, it’s a complete white-out, as disorienting as flying a light aircraft through cloud, but he pretty much lives up here over the winter and does not let such trifles bother him. A barely discernible track has been cut into the snow so he goes to work, apparently guided by bat-like sonar.
Would you be surprised if I told you the Taycan sounded like it had a cross-plane V8 under the bonnet? Me too. It hasn’t and it doesn’t. Porsche is big on authenticity and it sounds like an electric car because that’s what it is. The strategy will be to engineer out as many of the whines and whirrs of these very early prototypes so there is as little sound as possible. It’s “the luxury of silence”, as one Porsche person put it to me. I expect we’ll hear rather a lot of that particular soundbite in the near future. Oddly enough, therefore, there will be an additional and optional ‘sound pack’ customers can choose, but more of that over the page.
As speeds rise, so the Taycan becomes ever more balletic
The car I’m in is the top-of-the-range model but the truth is that it has snowed for much of the night and a Fiat Panda 4×4 would probably be able to spin all four wheels on the surface that has been left, so at least half of the 600bhp-plus at Christian’s disposal is superfluous to our needs.
No matter. The car feels spectacularly composed with all of its electronic safety equipment turned on. I get Christian to do a full-bore standing start and the car just accelerates away as if on Tarmac, and not at all slowly. Put it this way: an original Boxster on a dry road would have no chance against this thing on snow. In Sport Plus mode, the car maintains the same direction but sashays somewhat as it does. Turn it all off and, were Christian not there to correct it, it would draw a semi-circle in the snow very quickly. It’s good to know that, even in these risk-averse, increasingly electrified times, at Porsche ‘off’ still means ‘off’.
Then the track starts to wind. Porsche deliberately keeps it as narrow as possible because the engineers don’t want discrepancies caused by drivers taking different lines. The engineers all keep note of who has to call how often for the Cayenne tow truck to dig them out of the drifts. Christian has only binned it once all winter; some of his colleagues are in double figures.
As speeds rise, so the Taycan becomes ever more balletic as my driver delights in showing me the angles it can not only reach but from which it can also be easily recovered. He says because of the way the motors mete out their power and the fact that the Taycan has the lowest centre of gravity of any Porsche, it is the easiest to drift of the entire bunch. And just to make the point, when we reach an enormous circle cut into the ice, he does a few laps at high speed with the nose pointing directly and unwaveringly at the circle’s centre, chatting away as he does.
Even so, if the business of getting any kind of impression from a passenger seat is hard, it’s harder still on a frozen and featureless lake where the ice is three feet thick. So after lunch I head out onto the roads with Bernd Propfe, who is project manager for the whole Taycan platform, which, while it will be adapted and adopted by Audi for its E-tron GT (and possibly by Bentley for an electric car of its own), is an entirely Porsche-led project.
Out here, where nothing is simulated, the Taycan remains unprovoked by its driver. All the systems stay on: it is entirely possible an elk might wander out into the road and they tend not to give way. The surface is compacted snow and ice. It is not a place to mess about.
And yet we go fast: there’s a Taycan ahead and another behind, and our convoy is somehow proceeding across this pretty hostile terrain at a pace that is not so much impressive as borderline befuddling. We’re on winter tyres, of course, but nothing out of the ordinary and certainly not studded. It’s not just a comfortable way to get about, out here it’s comforting too, because the composure of the car is totally reassuring. If I’d not already done all the work on the lake, I’d have presumed Propfe and his chums had gone mad; in the event, I just sit back, relax and enjoy the show. Ironically, the only drama comes when we reach a bridge offering the sole stretch of dry Tarmac for miles around. He knows it’s coming so slows to a crawl before pinning his foot to the floor. And even though there are well over two tonnes of Taycan to accelerate, it gathers momentum at a rate that suggests the 3.5sec 0-62mph sprint claimed for the Mission E concept that begat the Taycan is now looking very conservative.
Sadly, however, there is not much more I can tell you, other than it will seat four average-size adults in reasonable comfort, but if there’s a tall one in the back, he or she will likely feel a little short of room. A Panamera is substantially more spacious.
The remaining pieces of the puzzle won’t now be slotted into place until September, when the Taycan is formally unveiled and drives begin ahead of cars being delivered to owners before the end of the year. What can I say with certainty now? That if a huge diesel-powered SUV can credibly call itself a Porsche, so can a compact electric four-door coupé like this. It’s smaller than you probably think and feels smaller even than it is and, so far as I could tell, lighter too. On low-grip surfaces, it is not only agile but also tolerant of the most preposterous of provocations.
But it felt also like a car with a proper story to tell, one I’ve only been able to provide in patchy outline here. If it can find that sweet spot where it combines something of the practicality of a Panamera with the ambience of a 911 and a relevance to the world as it is today, I think Porsche could really be onto something here.
It’s a big ask, and I don’t yet know the answer. But the indications seen so far – and they can be no more than that – are good. A
TAYCAN: WHAT WE NOW KNOW
There was no technical briefing, no press release at what was no kind of launch. Rather, this was a piggyback on an extant engineering operation. Nevertheless, after two days of conversation, the clearest picture yet of the Porsche Taycan’s technical content has now become apparent.
The car will be formally launched at the Frankfurt show in September. It will be offered with two power outputs, and customer deliveries will take place before the end of the year. It seems the most powerful will now have rather more than the 600bhp originally suggested – perhaps up to 630bhp – with the less powerful model around 100bhp behind. At least one more model will be introduced thereafter, likely to have an output in the mid-400bhp range.
There is also a fourth model that has been fully engineered but which may or may not go on sale. This car has a single electric motor and rear-wheel drive alone, so will likely have just over 300bhp, but it will come with a substantial weight saving. “The decision to make it is not technical but financial,” I was told. “If the market wants it, we will make it.” There is no two-door Taycan planned, nor an ultra-sporting GT.
The naming strategy will be interesting as Porsche is keen to make it feel as familiar as possible. So expect a conventional approach with the range-topper called a Taycan Turbo, with GTS, S and standard Taycan badging also to be used.
Much speculation has surrounded the weight, but I was told it was “in the range of the Panamera hybrid”, which means around 2250kg, making it a touch heavier than a Jaguar I-Pace and on a par with a Tesla Model S. Acceleration for the top model is now informally referred to as “way below” the 3.5sec 0-62mph sprint originally claimed for the Mission E concept car from which the Taycan is derived. All Taycans will also be capable of at least 155mph, a function not only of their power but also the two-speed gearbox, which, like that in the BMW i8, allows prolonged use of full electric power at sustained high velocity.
Porsche has been improving the repeatability of the car’s performance. It can now do more than a dozen 0-62mph standing starts with no fall-off in power (earlier talk was around 10) and at least four 0-124mph runs without degradation – likely at least four more runs than most owners will attempt. It will maintain its top speed “for longer than you could drive at that speed on any public road”.
The range is still 310 miles, but this is on NEDC and will be lower on the new and more realistic WLTP measure, probably down to around 270 miles.
The charging times appear game-changing, with Porsche engineers freely quoting an additional 62 miles of range for every four minutes of charge, and a charge from 10 to 80% in less than 20 minutes. Key to this is the Taycan’s 800V charging apparatus (which also halves the weight of the wiring loom). Frustratingly, the 350kW charging infrastructure that facilitates such rapid charging is very much in its infancy. EV charging infrastructure firm Ionity is in the process of rolling out 400 such stations across Europe by next year, but just 69 are functioning at present and there are none yet in the UK. Indeed, just two are under construction, in Maidstone and Gretna Green. So it will likely be 2021 at least before British owners can take full advantage of the Taycans’ tech.