Taycan Reviews and Videos
#316
https://www.motortrend.com/news/pors...o-s-drag-test/
020 Porsche Taycan Turbo S BASE PRICE $187,470 PRICE AS TESTED $205,360 VEHICLE LAYOUT Front/rear motor, AWD, 5-pass, 4-door hatchback MOTORS Front/rear AC permanent-magnet electric motors; 750-hp*/774-lb-ft combined TRANSMISSION Front 1-speed automatic; rear 2-speed automatic CURB WEIGHT (F/R DIST) 5,109 lb (49/51%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 195.4 x 77.4 x 54.3 in
TEST DATA ACCELERATION TO MPH
0-30 1.0 sec
0-40 1.4
0-50 1.9
0-60 2.4
0-70 3.1
0-80 3.9
0-90 4.8
0-100 5.9
0-100-0 9.8
PASSING, 45-65 MPH 1.1
QUARTER MILE 10.47 sec @ 130.7 mph
BRAKING, 60-0 MPH 103 ft
LATERAL ACCELERATION 1.02 g (avg)
MT FIGURE EIGHT 23.6 sec @ 0.87 g (avg)
CONSUMER INFO EPA CITY/HWY/COMB FUEL ECON 67/68/68 mpg-e EPA TOTAL RANGE 192 mi ENERGY CONS, CITY/HWY 50/50 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle) RECOMMENDED FUEL 110-/220-volt AC & 400-/800-volt DC electricity
020 Porsche Taycan Turbo S BASE PRICE $187,470 PRICE AS TESTED $205,360 VEHICLE LAYOUT Front/rear motor, AWD, 5-pass, 4-door hatchback MOTORS Front/rear AC permanent-magnet electric motors; 750-hp*/774-lb-ft combined TRANSMISSION Front 1-speed automatic; rear 2-speed automatic CURB WEIGHT (F/R DIST) 5,109 lb (49/51%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 195.4 x 77.4 x 54.3 in
TEST DATA ACCELERATION TO MPH
0-30 1.0 sec
0-40 1.4
0-50 1.9
0-60 2.4
0-70 3.1
0-80 3.9
0-90 4.8
0-100 5.9
0-100-0 9.8
PASSING, 45-65 MPH 1.1
QUARTER MILE 10.47 sec @ 130.7 mph
BRAKING, 60-0 MPH 103 ft
LATERAL ACCELERATION 1.02 g (avg)
MT FIGURE EIGHT 23.6 sec @ 0.87 g (avg)
CONSUMER INFO EPA CITY/HWY/COMB FUEL ECON 67/68/68 mpg-e EPA TOTAL RANGE 192 mi ENERGY CONS, CITY/HWY 50/50 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle) RECOMMENDED FUEL 110-/220-volt AC & 400-/800-volt DC electricity
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TopspeedPT (02-18-2020)
#317
YEAR MAKE MODEL 1/4 MI SPEED DRIVE HP TRQ TRNS CURB WT 0-30 0-60 0-100
12 2020 Porsche Taycan Turbo S 10.47 130.7 AWD 750 774 1a/2a 5,109 1.0 2.4 5.9
15 2017 Tesla Model S P100D (Ludicrous+) 10.51 125.0 AWD 680 791 1a/1a 4,891 0.9 2.3 6.0
12 2020 Porsche Taycan Turbo S 10.47 130.7 AWD 750 774 1a/2a 5,109 1.0 2.4 5.9
15 2017 Tesla Model S P100D (Ludicrous+) 10.51 125.0 AWD 680 791 1a/1a 4,891 0.9 2.3 6.0
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Espen Løvaas (02-19-2020)
#319
Motor Trend Driving Impressions (not the acceleration test).
Interesting tidbits, including how Elon came to Tesla by way of his Porsche at the time in 2004.
https://www.motortrend.com/cars/pors...t-test-review/
Interesting tidbits, including how Elon came to Tesla by way of his Porsche at the time in 2004.
https://www.motortrend.com/cars/pors...t-test-review/
#321
Motor Trend Driving Impressions (not the acceleration test).
Interesting tidbits, including how Elon came to Tesla by way of his Porsche at the time in 2004.
https://www.motortrend.com/cars/pors...t-test-review/
Interesting tidbits, including how Elon came to Tesla by way of his Porsche at the time in 2004.
https://www.motortrend.com/cars/pors...t-test-review/
Yes, it was A.C. Propulsion that got Elon together with Tarpenning and Eberhard. By then, Tarpenning and Eberhard had already incorporated Tesla - but only by a few months. Elon provided some first round venture funds to help them get going. All of them were sports car guys - so recognized the value of producing high-end/high-performance EVs and not cheap 'weird mobiles/punishment cars'.
Alan Cocconi is an enigmatic individual. He worked for Aerovironment doing inverter electronics when they were working with GM/Hughes on the Sunraycer solar car, the Impact show car, and the EV-1. But he didn't like working for large corporations. So he went off and started his own company. When Tarpenning and Eberhard came along, he lent them one of his T-zero cars to experiment with using Li-ion battery tech, instead of lead-acid or NiMH. After the successful demo, Tesla went to Lotus to help design the Roadster - and the rest is history.
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CarMaven (02-19-2020)
#322
2020 Porsche Taycan Turbo S Track Ride
Track-hugging weight
Kim ReynoldsWordsWilliam WalkerPhotos Feb 20, 2020https://www.motortrend.com/news/2020...-s-track-ride/
At Autoclub Speedway in Fontana California
The author, discusses the driving dynamics of the vehicle when being driven by Patrick long.
He/she even fantasizes for a lighter Lucid Battery Pack (Formula E battery suppliers) for the Taycan, recounting a conversation with their CEO and their latest creation.
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Der-Schwabe (02-29-2020)
#324
This Young Lady (Nikki Gordon-Bloomfield), gave a better, more exciting review on the Taycan's ride and experience than so many other of her more bodacious ICE wannabees and brethren who proliferate the internet. And this was a 30+ min review to boot.
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Der-Schwabe (02-29-2020),
Pavegeno928 (04-04-2020)
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Der-Schwabe (03-07-2020)
#327
#328
Evolution of the GT: Polestar 1 vs AMG GT63 vs Porsche Taycan
Is ‘road to zero’ new car legislation about to consign the grand touring car to the history books? After a couple of days in the company of the latest ultra-modern GTs, we think notby Matt Saunders
7 March 2020
Which is precisely what the Taycan does do, and in all sorts of ways. You wonder, to begin with, how it is that a car that seems reasonably compact on the outside – that seats you so low, that has such a low scuttle and that seems so sporting on the face of things – can possibly weigh 2.3 tonnes. It simply doesn’t look like it does. It really doesn’t drive like it does, either, but that’s the upshot of being seated so low, in among the pouch cells that power the car’s twin electric motors rather than on top of them, I suppose. Not to mention simply the result of what happens when you give designers and engineers from Porsche, rather than from any other car maker, a clean-sheet brief to come up with the very best electric driver’s car imaginable.
So yes, it’s driver’s car, and a sensational one at that when driven really hard. It’s most alike to some next-generation Nissan GT-R than anything else, but with even greater handling poise, tactile feedback and sheer wallop than that would suggest. And that’s why, given the option of all three cars to take for one more tilt down a testing road, it’s the Taycan I’d pick here and now – and probably again and again. Trying to fathom how it does what it does – and exactly how it can make the GT 63 S, which you might imagine ought to handle better because it is, in fact, 250kg lighter, feel like it’s the heavier car – is one of the most superbly bewildering tasks I’ve had in this job.
https://www.autocar.co.uk/car-news/f...porsche-taycan
#329
Since day one, when the Taycan was still the Mission E, the automotive media has called this car a “Tesla Killer.” We had no specs, no idea how it drove, or whether it was properly built or not. Yet, any new EV must be compared to Fremont’s lineup, no exceptions. Countless articles were written about how the Taycan would doom Tesla, but when the final specs were released, and the world peeped the Taycan’s range and price, we flipped the narrative and wrote about how legacy car makers still didn’t understand the EV game.
After driving the car for the past four days, feeling the torque, the power, and the build quality, then listening to the motors whir and the audio slap, I began to have this nagging sensation that we’d been comparing apples to whiskey. Maybe, and stay with me for a second, not every new EV needs to be compared to a Tesla?
If you were to hand someone the Taycan’s spec sheet sans any wordage about its batteries, what you'd have is a Porsche with 750 horsepower, 774 pound-feet of torque, handling tuned on the Nurburgring, one of the lowest centers of gravity of any car, replete with Porsche’s racing lineage and attention to detail, and a 0-60 mph time of just 2.6-seconds, a number that bests Porsche’s 911 Turbo S. That doesn’t describe a luxury car like the Model S or an economy car like the Model 3. Last I checked, that’s a four-door supercar—and no supercar review involves range or detailed exposition on its price.
After driving the car for the past four days, feeling the torque, the power, and the build quality, then listening to the motors whir and the audio slap, I began to have this nagging sensation that we’d been comparing apples to whiskey. Maybe, and stay with me for a second, not every new EV needs to be compared to a Tesla?
If you were to hand someone the Taycan’s spec sheet sans any wordage about its batteries, what you'd have is a Porsche with 750 horsepower, 774 pound-feet of torque, handling tuned on the Nurburgring, one of the lowest centers of gravity of any car, replete with Porsche’s racing lineage and attention to detail, and a 0-60 mph time of just 2.6-seconds, a number that bests Porsche’s 911 Turbo S. That doesn’t describe a luxury car like the Model S or an economy car like the Model 3. Last I checked, that’s a four-door supercar—and no supercar review involves range or detailed exposition on its price.