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German business newspaper Handelsblatt, got their hands on the new Taycan and there's some very interesting stuff that they had to say. There's also some cool photos. The original article is written in German so you'll have to translate the page to English. https://www.handelsblatt.com/auto/t...ine-testfahrt-im-porsche-taycan/24495342.html
The most interesting part for me is how the talk about how charging time is the most important thing for them over performance, but I won't spoil it for everyone. Enjoy the read!
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When test pilots get queasy - A test drive in the Porsche Taycan
Stuttgart Robert Meier knows a quiet spot in the middle of the country road near the Porsche development center in Weissach. It is not 200 meters before a bend. The technical project manager of the Taycan leaves another delivery van. "Head better to the neckrest." At the latest at the announcement increases the tension. No ordinary Porsche tubes, no nervous playing with the gas pedal. No further warning.
Meier only puts on Launchcontrol. Without any delay it compresses senses and organs. Just over three seconds and the Taycan is already beyond the 100 km / h. If we did not get the turn, we would be at 200 km / h after 12 seconds. The catapult start and the subsequent turn are a bit of an impertinence for a self-confessed roller coaster objectors. Feels like a kind of horizontal parachute jump.
At least for this part of the driving test, no Porsche enthusiast will miss the familiar engine noise, simply because he would not notice it anyway. Hardcore Porschians have to reach the top of their favorite brand's shelf for faster acceleration.
There is only one small flaw: the Tesla Model S is faster and manages the sprint to 100 kilometers per hour under three seconds. And the top speed of 250 km / h creates Elon Musks electric stroller too. Why the Taycan could challenge the top dog demands a closer look.
Porsche boss Oliver Blume always says something cocky that Porsche measures only to itself and not to competitors. But the thrust is clear. Tesla sells most electric models, does not earn money, but is - unlike the Germans with their gasoline in the blood - in the market in the pole position.
"Zero to a hundred is not the all-important factor for us," says Project Manager Meier. The 49-year-old calls the main arguments with which Porsche wants to conquer the top in electric cars. The Swabian catapult launches are said to be more reproducible than any competitor. Translated that means that the Taycan manages the fast launches with only half charged battery. How many times does the developer want to say. "At least as often as to make even our test pilots queasy."
Sophisticated battery management including temperature control and thus a lot of software will become a success factor in the new electric world.
"The Taycan should drive like a 911"
But the 70-year-old sports car manufacturer also wants to score points with his experience. Especially with driving dynamics in the lateral acceleration. Porsche grew up with comparatively light sports cars, which were particularly advantageous in winding mountain roads. But the battery of the Taycan is not easy with 95 kWh. The sports car comes at almost five meters in length to well over two tons total weight.
But the battery is installed flat in the ground. Although almost all manufacturers of electric cars are now doing this, Porsche saves extra space on the battery in order to lower the power supply even further. The low center of gravity, closer to the ground than the 911 brand icon, makes the Taycan speed through the roundabout and country lane on rails.
The air suspension swallows the next bump. "There's nothing going on," former VW boss Martin Winterkorn would say. Additional maneuverability gets the heavyweight of up to three degrees mitlenkenden rear axle, the supplier ZF has already delivered to the new 911er.
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The electric car without coupling and cardan shaft regulates five times faster than a burner. The braking deceleration is huge thanks to the electric drives on the front and rear axles. Around 90 percent of the braking power is handled by the finely controlled electric motors. This is efficient and saves wear on the ceramic brakes compared to models with internal combustion engines.
And Porsche has added a few extras: unlike other vehicles in the market, Porsche has a transmission that delivers even more thrust from 150 kilometers per hour. All these details make the Taycan extremely agile for its size and weight. But the claim of Porsche CEO Oliver Blume is also conceivable high: "The Taycan should drive like a 911er." Of course, this can only be definitively checked if the external tester also on the steering wheel.
Many technicians and developers of the Taycan come from the super sports car 918 Spyder and some of the findings also from the experience of the hybrid race cars, which have three times in a row won the 24 Hours of Le Mans - the toughest road race in the world. All this raises the customer's expectations of a tangible advantage over the Tesla and all other electric cars on the market. And finally, the quality of the workmanship should make all the difference.
Charging time is more important than acceleration
But the paradigms of success have shifted in electromobility. Electric motors have an efficiency of 90 percent. There is little to do with the fine art of engine technology. Unlike the combustion engine with its efficiency of 30 percent. Any engine improvement could make all the difference.
So far, Porsche has had to deal less intensively with refueling. With the electric car, however, loading times are crucial. The Swabians were brave and have chosen to be the world's first manufacturer of 800-volt systems. That required so many new development of components. So far only 400 volt vehicles are on the market.
The reason for the higher voltage is not driving dynamics, but the charging time. It's about the stale physical law that halves the charging time with double voltage. So put to the denominator: charging in 20 minutes to 80 percent is more important than three seconds from zero to one hundred - and thus in the strategic calculation of Porsche.
The advantage for everyday usability, however, also depends on the fact that the 400 fast charging stations planned in Europe will also be ready on time. But there the Zuffenhausen are confident.
The design of the Taycan suggests a bridge to the future. On the outside, the free-floating headlights stand in front of the raised fenders with an elegant guide line. The external appearance is more sporty than the Panamera, but does not quite reach the dynamics of a 911er ran. The taillights are still taped during the test, as are parts of the interior.
In the cockpit, there are hardly any haptic controls. The different driving modes are selected with the usual rotary switch on the steering wheel, and to the left of it proudly shines a sensor field, which is reminiscent of the start button. The Porsche traditional tachometer with needle is no longer there.
For a futuristic curved inward display landscape, on the relatively small is probably the most important number: the remaining range. Maximum she should be at 500 kilometers. There is also a bit of Artificial Intelligence. The on-board computer analyzes the driving style of the pilot and calculates the range. If the driving style is as sporty as during the test drive, it is not enough for 500 kilometers.
So far, the overall concept of Porsche seems to work. More than 20,000 customers have expressed interest in buying a Taycan with a down payment of 2500 euros, as Porsche CEO Blume Handelsblatt recently revealed in an interview. At the same time he announced an annual production of well over 20,000 vehicles.
Let's go the price list just under 100,000 euros. The largest version with 600 hp, with which Porsche will be the first to enter the market towards the end of the year, should certainly be well above 100,000 euros. On state support Porsche drivers have to do without, there are only for electric cars with a list price below 60,000 euros.
Porsche has always built cars since its inception that "nobody needs, but everyone wants," as company founder Ferry Porsche once said. Whether the previous recipe for success also works in the age of electronics and a rapidly changing mobility, the Taycan will show.
With it the Zuffenhausen enable their customers, at least with good electrical conscience on the way. The traditionalists will certainly convince Porsche only slowly over time, but hip big city dwellers win as new customers. However, markets such as the US and China are more crucial to the success of the company anyway. And especially in China, the tradition of engine noise does not play such a big role. And for the sport mode, Porsche then plays a subtle motor moaning via the loudspeaker. Otherwise, the Taycan rider glides in the realm of silence. Only tires and wind make for a slight buzzing.
Technical specifications
The sports car is in 3 seconds to 100 km / h, top speed: over 250 km / h.
The range is to be over 500 kilometers (NEDC).
Porsche promises first deliveries to customers by the end of the year.
Power: 441 kW / 600 hp
Driving performance: 0-100 km / h: 3.5 s; 0-200 km / h: 12 s
Battery capacity: 95 kWh
Price: base from about 99.000 €
The most interesting part for me is how the talk about how charging time is the most important thing for them over performance, but I won't spoil it for everyone. Enjoy the read!
When test pilots get queasy - A test drive in the Porsche Taycan
Stuttgart Robert Meier knows a quiet spot in the middle of the country road near the Porsche development center in Weissach. It is not 200 meters before a bend. The technical project manager of the Taycan leaves another delivery van. "Head better to the neckrest." At the latest at the announcement increases the tension. No ordinary Porsche tubes, no nervous playing with the gas pedal. No further warning.
Meier only puts on Launchcontrol. Without any delay it compresses senses and organs. Just over three seconds and the Taycan is already beyond the 100 km / h. If we did not get the turn, we would be at 200 km / h after 12 seconds. The catapult start and the subsequent turn are a bit of an impertinence for a self-confessed roller coaster objectors. Feels like a kind of horizontal parachute jump.
At least for this part of the driving test, no Porsche enthusiast will miss the familiar engine noise, simply because he would not notice it anyway. Hardcore Porschians have to reach the top of their favorite brand's shelf for faster acceleration.
There is only one small flaw: the Tesla Model S is faster and manages the sprint to 100 kilometers per hour under three seconds. And the top speed of 250 km / h creates Elon Musks electric stroller too. Why the Taycan could challenge the top dog demands a closer look.
Porsche boss Oliver Blume always says something cocky that Porsche measures only to itself and not to competitors. But the thrust is clear. Tesla sells most electric models, does not earn money, but is - unlike the Germans with their gasoline in the blood - in the market in the pole position.
"Zero to a hundred is not the all-important factor for us," says Project Manager Meier. The 49-year-old calls the main arguments with which Porsche wants to conquer the top in electric cars. The Swabian catapult launches are said to be more reproducible than any competitor. Translated that means that the Taycan manages the fast launches with only half charged battery. How many times does the developer want to say. "At least as often as to make even our test pilots queasy."
Sophisticated battery management including temperature control and thus a lot of software will become a success factor in the new electric world.
"The Taycan should drive like a 911"
But the 70-year-old sports car manufacturer also wants to score points with his experience. Especially with driving dynamics in the lateral acceleration. Porsche grew up with comparatively light sports cars, which were particularly advantageous in winding mountain roads. But the battery of the Taycan is not easy with 95 kWh. The sports car comes at almost five meters in length to well over two tons total weight.
But the battery is installed flat in the ground. Although almost all manufacturers of electric cars are now doing this, Porsche saves extra space on the battery in order to lower the power supply even further. The low center of gravity, closer to the ground than the 911 brand icon, makes the Taycan speed through the roundabout and country lane on rails.
The air suspension swallows the next bump. "There's nothing going on," former VW boss Martin Winterkorn would say. Additional maneuverability gets the heavyweight of up to three degrees mitlenkenden rear axle, the supplier ZF has already delivered to the new 911er.
The electric car without coupling and cardan shaft regulates five times faster than a burner. The braking deceleration is huge thanks to the electric drives on the front and rear axles. Around 90 percent of the braking power is handled by the finely controlled electric motors. This is efficient and saves wear on the ceramic brakes compared to models with internal combustion engines.
And Porsche has added a few extras: unlike other vehicles in the market, Porsche has a transmission that delivers even more thrust from 150 kilometers per hour. All these details make the Taycan extremely agile for its size and weight. But the claim of Porsche CEO Oliver Blume is also conceivable high: "The Taycan should drive like a 911er." Of course, this can only be definitively checked if the external tester also on the steering wheel.
Many technicians and developers of the Taycan come from the super sports car 918 Spyder and some of the findings also from the experience of the hybrid race cars, which have three times in a row won the 24 Hours of Le Mans - the toughest road race in the world. All this raises the customer's expectations of a tangible advantage over the Tesla and all other electric cars on the market. And finally, the quality of the workmanship should make all the difference.
Charging time is more important than acceleration
But the paradigms of success have shifted in electromobility. Electric motors have an efficiency of 90 percent. There is little to do with the fine art of engine technology. Unlike the combustion engine with its efficiency of 30 percent. Any engine improvement could make all the difference.
So far, Porsche has had to deal less intensively with refueling. With the electric car, however, loading times are crucial. The Swabians were brave and have chosen to be the world's first manufacturer of 800-volt systems. That required so many new development of components. So far only 400 volt vehicles are on the market.
The reason for the higher voltage is not driving dynamics, but the charging time. It's about the stale physical law that halves the charging time with double voltage. So put to the denominator: charging in 20 minutes to 80 percent is more important than three seconds from zero to one hundred - and thus in the strategic calculation of Porsche.
The advantage for everyday usability, however, also depends on the fact that the 400 fast charging stations planned in Europe will also be ready on time. But there the Zuffenhausen are confident.
The design of the Taycan suggests a bridge to the future. On the outside, the free-floating headlights stand in front of the raised fenders with an elegant guide line. The external appearance is more sporty than the Panamera, but does not quite reach the dynamics of a 911er ran. The taillights are still taped during the test, as are parts of the interior.
In the cockpit, there are hardly any haptic controls. The different driving modes are selected with the usual rotary switch on the steering wheel, and to the left of it proudly shines a sensor field, which is reminiscent of the start button. The Porsche traditional tachometer with needle is no longer there.
For a futuristic curved inward display landscape, on the relatively small is probably the most important number: the remaining range. Maximum she should be at 500 kilometers. There is also a bit of Artificial Intelligence. The on-board computer analyzes the driving style of the pilot and calculates the range. If the driving style is as sporty as during the test drive, it is not enough for 500 kilometers.
So far, the overall concept of Porsche seems to work. More than 20,000 customers have expressed interest in buying a Taycan with a down payment of 2500 euros, as Porsche CEO Blume Handelsblatt recently revealed in an interview. At the same time he announced an annual production of well over 20,000 vehicles.
Let's go the price list just under 100,000 euros. The largest version with 600 hp, with which Porsche will be the first to enter the market towards the end of the year, should certainly be well above 100,000 euros. On state support Porsche drivers have to do without, there are only for electric cars with a list price below 60,000 euros.
Porsche has always built cars since its inception that "nobody needs, but everyone wants," as company founder Ferry Porsche once said. Whether the previous recipe for success also works in the age of electronics and a rapidly changing mobility, the Taycan will show.
With it the Zuffenhausen enable their customers, at least with good electrical conscience on the way. The traditionalists will certainly convince Porsche only slowly over time, but hip big city dwellers win as new customers. However, markets such as the US and China are more crucial to the success of the company anyway. And especially in China, the tradition of engine noise does not play such a big role. And for the sport mode, Porsche then plays a subtle motor moaning via the loudspeaker. Otherwise, the Taycan rider glides in the realm of silence. Only tires and wind make for a slight buzzing.
Technical specifications
The sports car is in 3 seconds to 100 km / h, top speed: over 250 km / h.
The range is to be over 500 kilometers (NEDC).
Porsche promises first deliveries to customers by the end of the year.
Power: 441 kW / 600 hp
Driving performance: 0-100 km / h: 3.5 s; 0-200 km / h: 12 s
Battery capacity: 95 kWh
Price: base from about 99.000 €
