2020 Porsche Taycan Turbo S first Test And Review

Porsche made a name for itself by building high-octane, high-power cars for the road and track, not catering to motorists who want to reduce their carbon footprint. Although the company’s founder, Ferdinand Porsche, dabbled in hybrid technology in the late 19th century, the automaker’s reputation is intertwined with the internal combustion engine. He began to decipher this egg when it entered the hybrid segment in the 2000s, and it marked to an additional degree of separation when it launched the Taycan, its first volume-produced electric car, in 2019.

Design and interior
Visually, Porsche’s low-slung electric sedan changed little as it shifted from the ground-breaking Mission E concept unveiled at the 2015 Frankfurt Auto Show (when the Frankfurt show was still one thing) to the Taycan unveiled in 2019. One more twist. Futuristic in the company’s design language, but nevertheless it looks unmistakably like a car that grew up on the same family tree as the 911 and Panamera, among others.However, the design studio’s rear hinged rear doors remained on the drawing board for safety and packaging reasons. They are terribly expensive and not terribly practical to build.

Driving experience: Good enough is not enough in Stuttgart.

While there are more affordable and domestic variants of the Taycan, the Turbo S is the flagship model that demonstrates what Porsche is capable of in the field of electrification. It is built on a 93.4 kilowatt-hour lithium-ion battery that powers a pair of electric motors (one per axle). This setup is not unusual in the electric car world as it offers all-wheel drive across the road, but what’s remarkable is that the rear engine shifts through a two-speed transmission for better performance.Its peak power output is recorded at a baffling 750 horsepower and 774 foot-pounds of torque, but those figures are only below your right foot when a temporary overload function is activated. The drive train delivers 613 horsepower under normal conditions, which is sufficient. Getting to 60 mph from a stop takes 2.6 seconds, so it’s there long before you’ve read this sentence.

Porsche has installed the ignition on the left-hand side of the steering wheel for decades. It’s a habit he learned when the drivers still started major races (like the 24 Hours of Le Mans) running from the pits to his car. They could use their left hand to start the engine and their right hand to start the transmission. Although the Taycan doesn’t have a key, Porsche put the power button on the left side of the instrument cluster to honor tradition.

It may be quicker in the quarter-mile than the current hottest Tesla Model S

However, there is no need to press it. It turns on automatically when it detects that someone with the keychain in the pocket has sat behind the wheel. Moving the small gear selector down puts the Taycan in motion without the slightest noise or noise, and runs slowly in complete silence. In the city, it’s as smooth, quiet, and stress-free as you’d expect from an electric car. The adaptive air suspension filters the cobblestones that line the streets of small German cities, and the relatively light, low-speed steering makes it easy to maneuver. There’s a 360-degree camera that shows how far their corners are from things waiting to stab them, like concrete barriers.

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