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...there are sooo many issues with their design that it beyond me as to where to start to fix it - but it's fundamentally based on a a complexity "wins" philosophy rather than a user centric design philosophy and therefore compares poorly to any standard of modern application design.
it's German through and through.
the physical cockpit is beautiful - the software is nearly hideous…
To be fair, most every automotive infotainment system seems painfully antiquated, complex and unresponsive in comparison with Tesla’s UI, so I’m guessing that comparison may be the origin of at least some your comments. (and I agree)
It does function just fine as a car infotainment system, not an iPad. Radio works great, car settings work great, climate works great, nav works as well as most (which is to say, just use google maps on your phone instead). Is it very intuitive? Not really, but that stops mattering after a week of owning the car. It's a fun thing to complain about in articles but once you learn the system it's a moot point. The Apple Carplay fixes any issues that exist, although Porsche does need to get their head out of their *** and add Android Auto. I just don't know what people are doing in their cars that any of this is a significant problem. Am I really in a minority that connects my phone to the car, which works seamlessly in the Taycan, and then only uses the infotainment to occasionally adjust settings? Usually not at all during even long drives. Most of which you don't even need the infotainment to adjust in the Taycan, especially if you spec chrono.
Honestly I think you're buying a Porsche for the wrong reason, though; like many high end sports cars the infotainment is, and always will be, an after thought. If you want an iPad stuck to the dash to goof off with, get a Tesla or a similar option. This won't change, it's not the identity of the company. Just like Tesla won't start pumping out cars that drive like a Porsche, Porsche won't start pumping out cars built around infotainment like a Tesla.
Porsche Taycan-Automobile Magazine Test/article and video.
0-60 2.45 secs
1/4 mile 10.5 secs @ 133 mph
159 mph on NCM's track straightaway
NCM Motorsports Park in Bowling Green, Kentucky Hot Lap time of 2:15.32 seconds
All on a greasy track ("raining off and on most of the day" in "non ideal track conditions" says the presenter):
First U.S. Track Test: 2020 Porsche Taycan Turbo S Is Bonkers-Quick
Porsche’s first full-on electric vehicle might be the most impressive sports sedan of 2020. Gulp.
I loved taking the Taycan out, the performance is amazing and I could really see me adding this to my garage, alongside my 911 and Aston Martin V8. Here's what the Taycan is like when it's really driven.
To my knowledge the first direct comparison between the Turbo and Model S Performance from What Car. It's very detailed covering many areas.
New Porsche Taycan vs Tesla Model S
0-60 mph Model S P 2.8 secs Taycan Turbo 3.1 secs
0-100 mph Model S P 7.2 secs Taycan Turbo 6.9 secs
30-70 mph both at 2.4 secs
Here's what they said about both cars ride and handling:
Performance cars are as much about handling as they are about straight-line acceleration, and the Model S is very capable and surefooted in corners. It musters lots of grip and pretty accurate steering, which has three different modes to let you tailor its weight – the midway setting is best. But even if you pop its air suspension into the firmest setting, the Model S leans more than the Taycan, and its body is less settled over any cambers and ridges grafted into the road’s topography.
The Taycan is next level. It also has air suspension as standard, but our car had the optional Porsche Dynamic Chassis Control Sport system fitted (£2315) to tie it down even more. Whichever mode you have it set to the Taycan is far more composed, so it flicks left and right on demand like a hare with a terrier on its tail. There's just one setting for the steering, but it's perfect: beautifully weighted and full of sensations, which rise up to your fingertips to indicate the amount of purchase at the front wheels. The end result is that, for a large car, it shrinks around you and goes precisely where you ask, plus or minus zilch.
So, the Model S isn’t as razor sharp, but an electronic stability control system keeps it in check. You can feel this working hard to manage the trajectory and you cannot turn it off. You can in the Taycan, and, if you do, you’ll discover even further depths of genius: a graceful balance that’s like no other electric car we’ve driven. It’s a car – note, that was a car, not just an electric car – that you’ll drive for thrills, rather than simply to get somewhere.
More about the ride and Handling:
You might be expecting the sportier Taycan to ride like it’s wearing solid tyres, but far from it. Even though it’s firmer than the Model S, the level of engineering sophistication embedded within means it doesn’t thwack over potholes, while aftershocks – large or small – are damped away far quicker. There’s a bit more suspension noise, but it’s really very comfortable.
The Model S lacks the Taycan’s polish. Initially, its softer set-up makes you think it’ll be even better, but then it clumps clumsily over raggedy roads, and, because it’s not as well damped, bobs and pitches to a greater extent over any furrows and folds. Fortunately, those traits are less pronounced at speed, so it’s still a very comfortable long-distance cruiser.
I highlighted those, for some of us who may be under the impression that the Taycan trades it handling for ride comfort. This is actually a 5 page article. And I've only provided quotes from the first one. Other topics are: Interior; Practicality; Operating Cost/Buying-Owning; Our Verdict. So I'm going to stop here and provide their summary for brevity. But it's well worth the read (it appears) for not only comparing a Model S Performance vs a Turbo for what appears to be the first time. This is, in addition to the depth of their article, along with their times (albeit limited) with driver impressions.
The Model S is currently the better electric car if you're looking to travel the length and breadth of the country – or the continent – easily. Its range and Tesla’s brilliant charging network see to that. It’s also blooming quick, a bit cheaper (even on whole life costs), roomier and better equipped.
However, in performance-car terms, the Taycan is better. Yes it costs more, but by not as much as the headline figure would have you believe, and its quality befits its price. But that’s not why it wins. It equals the Model S’s epic straight-line pace, but ends up miles ahead in terms of handling and it’s even more comfortable. Tesla has long been at the vanguard of electric cars, but with the Taycan Porsche has become the first manufacturer to demonstrate their true potential as drivers’ cars.
Well it should be/This is what we were expecting for the extra duckets, right!?
Wonder what some of the more wild eyed Teslarati will say about this conclusion and acceleration figures?
Not sure if this was posted already. But Edmunds tested the 4S (using normal driver mode, not more conservative EPA ones they say) and got 323 miles range. YMMD
In Edmunds testing, we measured significantly better range and lower consumption with our Taycan 4S test car. Using settings that a typical owner would, and not necessarily the default settings that the EPA mandates for its testing, we drove a route with both city and highway roads. We made it 323.3 miles on a full battery and used 32.3 kWh/100 miles.
On the Taycan's prospective value:
Most EVs don't come cheap, but Porsche's Taycan takes it to a new level. It's like shopping in the boutique vitamin aisle at Whole Foods. Even the "base model" 4S starts a few thousand above the priciest Tesla (currently the Model X Performance). That said, no Taycan owner is going to be worrying about questionable build practices or glitchy firmware updates that a Tesla owner might. Porsche has also done a nice job with the Taycan's interior and imparting a pleasing tactile feel to the switches and buttons (or at least what's left of them, outside of touchscreen control).
Their wildcard comments when accessing the Taycan:
There was never any doubt that the Taycan would be a performer, and even the base model 4S offers plenty of thrills. Speed can be accessed anywhere, but that's expected now of any luxury EV. Where the Taycan impresses is its composure and the sensation behind the wheel. It delivers what you'd want of any high-performance sedan when you press it, but for the rest of the time it's simply an exceptionally comfortable car to be in.
And EV or not, the Taycan is simply a great-looking vehicle. It could run on diesel and people would be drawn to it. It looks familiar but also special, and most, if not all, details are functional — that low-slung ride position is for aero, not just for stance, bro. Porsche's first production EV aimed to wow, and wow it does.
Well, there's some quote sections from the Edmunds article on the 4S.
06-21-2020, 09:55 AM
