The Taycan’s air springs employ a three-chamber design that allows for more spring rate adjustability than the two-chamber system used on the Panamera. The system can produce different behaviors in Normal, Sport and Sport Plus, and it offers different ride heights that are either tied to these selections, to vehicle speed or to specific driver selections. For example, the car will generally lower itself 20 mm when cruising at highway speeds, but that height is also the standard running condition if you select Range mode, as I did in the recent Taycan range test.
We’re only seeing air inlet and outlet hoses here. The valving that controls what happens in the three chambers is hidden out of sight behind those prominent covers.
Moving to the rear, we can see that the Taycan has multi-link rear suspension, a catch-all description that’s used liberally when there aren’t two distinct wishbones to point at. Multilink doesn’t mean one specific layout, in other words.
This one has one wishbone at the bottom that we can’t yet see, but here at the top we can see two links (yellow) that are arranged to approximate a wishbone. They envelop a slender shock absorber and the bulkier rear air spring. Up towards the front there’s a toe link (green) with a peculiar look to it.
Look closely and you’ll notice that the inner end (green) isn’t connected to the subframe. That’s because this car has the rear steering option. The actuator that moves this link in and out is buried deep just beyond the edge of sight, like everything else in this tightly packaged car. The actuator doesn’t moves the link all that much because a little goes a long way when steering at the back, as anyone who’s ever driven a forklift or tried to back up a car at any rate of knots can attest.
If this car didn’t have rear steer, the subframe would have an extra pickup point we’d be able to plainly see from this vantage point.
There is one part that bothers me about all of this. The eccentric you need to loosen to set static toe-in is on the inner end, also near the arrow. I can’t tell for sure, but it looks like it’d be a real pain to adjust rear toe on this car.
This lower view shows the lower wishbone (yellow), but there’s a plastic cover that hides its true shape. It’s also worth noting that all of the links we’ve seen so far, as well as the rear hub carrier, are aluminum. I wouldn’t expect anything less from these guys.
I do appreciate the clever two-birds-with-one-stone aspect of the stabilizer bar attachment (green), which shares a bolt with the lower shock absorber mounting point. Saves parts, eases assembly. And it saves me the trouble of estimating two motion ratios because they’ll be identical
Speaking of motion ratios, here they are in all their glory. The spring appears to work at an approximate 0.6-to-1 ratio, which means it’ll move six tenths of an inch for every inch of wheel travel. The twinned mounting of the stabilizer bar link and the shock absorber looks to be a bit more efficient at about 0.8-to-1. Meanwhile, the inner pivot has an easily accessed eccentric for camber adjustment.
Like the front, the rear PDCC mechanism that does all the roll-control magic is hidden from view behind its pivot bushing and other items. Unlike the front, the rear stabilizer link is a slender steel affair instead of some grandiose aluminum piece wrought of fire. That’s because this link is much shorter and has a very favorable slenderness ratio. It also doesn’t hurt that the rear stabilizer bar isn’t as hefty as the front one, and we can’t forget its motion ratio is lower, too.
The Taycan’s rear brakes are modest four-piston fixed calipers, which is fine because less braking happens at the back end of this or any other vehicle. Looks nice, though.
Even though there’s not much to see, there’s a lot going on here. We finally found a vantage point where the other end of the lower wishbone (yellow) is almost, but not quite, visible. It’s a theme with this car.
The plastic aero covers (green) are the culprits this time, but they do look cool as they smooth out the underbody airflow behind the battery back. The only gap in their coverage is for the snorkels that direct cool air onto the rear brake rotors (blue).
The Taycan Turbo is fitted with 20-inch wheels wrapped with 245/45R20 sized tires in front and 285/40R20 in back. You can get all-season Continentals or Michelin Pilot Sport 4 summer (more like three-season) tires for the same price. Yes, Porsche has one no-cost option. Who knew?
This Taycan had the latter. And like I always do because I have them off anyway, I weighed them to see what the wheel/tire combo contributes to unsprung mass. They obviously went to a lot of trouble with all of the aluminum suspension bits, but how’d they do here? Not bad, considering their size. The front assemblies weigh 60 pounds and the rears weigh 66 pounds.
The Taycan is seriously dense in terms of its packaging and technical content. It takes a lot of clever engineering and experience to pack all that we’ve seen (along with much that was still hidden) into a car that can perform mightily, keep itself cool when subjected to hard use, stay reliable, be easy to build, and still look so damn graceful and effortless when viewed from above. Hats off, Porsche.