Porsche Taycan Sports Saloon new car review

There aren't many cars that can keep up with a Taycan, whatever drivetrain they might use. Quite a lot's new with this revised version, though for the time being, Porsche has decided not to adopt the tri-motor drive system from cousin model Audi's SQ8 e-tron. Instead, Zuffenhausen has redesigned this Taycan's rear electric motor, which is 10.4kg lighter than before, but up to 108PS more powerful, depending on the variant you're looking at. As for EV range, well that's up substantially. With the base rear-driven version we tried, it can be up to 421 miles, an increase of up to 109 miles on the original model. Helping here is an increase in battery size, the base pack now at 89kWh, with the larger 'Performance Battery Plus' pack we tested (which is optional on the two most affordable models but standard thereafter) now rated at 105kWh.
Total power output is considerably higher across the range, specifically with each model depending on the battery size you've chosen. When fitted with the Sport Chrono Pack that most customers want and with launch control engaged, the base single-motor rear-driven Taycan now offers up to 408PS with the standard battery and 435PS with the larger one (the latter figure 26PS more than before). Which means that 62mph with launch control is dispatched in just 4.5s en route to 143mph. And that's at the bottom of the range. The power outputs for the mid-range dual-motor Taycan 4S are respectively either now 544PS or 598PS depending on battery size (the latter figure up 68PS from before).
As for the variants that come as standard with the larger 'Performance Battery Plus' pack, the newly-added GTS version has 700PS, the strangely-named 'Turbo' variant offers 884PS (203PS more than the original model) and the fiery Turbo S develops an impressive 952PS (188PS more than before). At the top of the Sports Saloon part of the range sits a Turbo GT version with a frankly ludicrous turn of speed - 1034PS with launch control engaged; yes really. 0-62mph takes just 2.2s en route to 180mph.
Back in the real world on a mainstream model like the base rear-driven version we tried, a push-to-pass feature on the now-standard mode switch gives a quick burst of acceleration should you need it. What else? Well as before, there are four drive modes - 'Range', 'Normal', 'Sport' and 'Sport Plus'; and three chassis settings - 'Normal', 'Sport' and 'Sport Plus'. Air suspension is now mandatory (the old coil-spring set-up's no longer offered) and the twin-chamber air springs are matched to the new dual-valve dampers recently introduced in the Panamera. This more greatly varies the car's behaviour between its 'Comfort' and 'Sport' modes and allows for variable ride heights at high speeds. There are three ride height settings - 'Lift', 'Normal', 'Lowered' and 'Low'. Now optional is a clever new 'Porsche Active Ride' system which enables individual control of each damper via a small electrically-driven compressor. Roll and pitch through the bends can then be countered, without the need for the physical anti-roll bars used in the previously-available PDCC anti-roll system.
As before, the most difficult task the engineers had here was in disguising what as usual on an EV is a prodigious kerb weight - in this case around 2.3-tonnes. Plenty's been thrown at that problem as part of this update, but the weight savings (which we'll detail for you in our 'Costs' section) aren't substantial. You'll feel that through the bends - but not as much as you might expect to; this car still sets the handling benchmark amongst luxury sporting EVs. And if you tick a few well chosen dynamic options boxes, it's even better. Turbo and Turbo S models get Porsche's Torque Vectoring Plus rear differential, which is optional elsewhere in the range and through turns is able to over-speed the outer rear wheel to help the Taycan's cornering balance. Rear-wheel steering is optional across the line-up (and standard on the Turbo S and Turbo GT). All of this tech is co-ordinated by a clever Porsche 4D Chassis Control set-up.

As before, there are three Taycan body styles - the Sports Saloon we look at here, plus the Sport Turismo (a kind of Shooting Brake estate) and the Cross Turismo crossover. As for the visual update changes, well they're subtle. Porsche has redesigned the bumpers across the range, with a bespoke look for the Turbo variants (which also get new 'Turbonite' exterior detailing). And the aero-optimised wheels have been redesigned, with sizes between 19 and 21-inches. New Matrix LED headlights now feature, with HD matrix units available as an option.
There are far fewer changes inside, apart from a few colour and trim options and updates to the interfaces for the curved 16.8-inch driver's display, the main 10.9-inch centre touchscreen and the optional front passenger monitor. Otherwise, things are much as before, which means a dashboard apparently influenced by the original 911 design from 1963 in the respect that there are very few buttons and the instrument cluster is wider than the steering wheel.
And rear seat space? Well in size, the Taycan Sports Saloon we look at here sits between a 911 and a Panamera and rear compartment room reflects that: two adults will be quite comfortable and they'll get a further screen (5.9-inches) if you've specified 4-zone climate control. Special recesses in the under-floor battery allow for so-called 'foot garages' which improve legroom while keeping the seating position low. In terms of boot space, there's nothing like as much as you'd get in, say, a Tesla Model S: there's a 366-litre boot (about the same as you'd get in a VW Golf), plus a further 'frunk' nose compartment offering a further 81-litres.

As we told you in our 'Design' section, there are three Taycan body styles; the Sports Saloon, or the more striking Sport Turismo and Cross Turismo body shapes. For the Taycan Sports Saloon, prices as tested the car in late Autumn 2024 were starting from £86,500 for the base rear-driven version. At the time of this Review, Porsche wanted around £96,000 for the mid-range dual-motor Taycan 4S, a cool £117,500 for the Taycan GTS and just over £134,000 for the Taycan Turbo. The Turbo S is next and as we drive the car cost just over £161,000. Bear in mind that unless you choose the Turbo or Turbo S derivatives, you'll need to pay nearly £4,500 extra to upgrade the standard 89kWh battery to the 105kWh Performance Battery Plus status many customers will want.
We can't really see why you'd choose the Sports Saloon body shape; you only need fractionally more for the alternative and more striking Sport Turismo and Cross Turismo body styles (though we should point out that the Cross Turismo isn't available in base rear-driven form, so prices for that start quite a lot higher - from nearly £97,000). Stick with the Sports Saloon and at the top of the range you get the further option of a fearsomely fast Taycan Turbo GT variant, which from launch cost just over £186,000 in standard or 'Weissach Package' forms.
As you'd expect, it's possible to spend a further fortune on the options list - which you'll need to do if you want all of the available handling systems. As you'd expect, there's also a whole portfolio of available camera and radar-driven safety and autonomous driving tech. Most Taycan owners will want Adaptive Cruise Control, which works particularly well as part of the Porsche InnoDrive system. This can look ahead for up to two miles as you drive using radar and sensor feedback plus predictive GPS data before then modifying speed and gearshift strategy to better suit the speed limits, topographic road features and traffic flow you're likely to encounter. 'Active Lane Keeping', 'Traffic jam Assist', 'Lane Change Assist' and 'Night Vision Assist' features are also available.

As we told you in our 'Driving' section, the EV range of this updated Taycan has increased substantially - by around 35%. That's with the larger 'Performance Battery Plus' pack that most customers want, which as part of this upgrade has been increased in size from 93 to 105kWh (though is 9kg lighter) with the unit arranged in 396 pouch cells, which sit in a redesigned housing with composite glassfibre materials for its underbody guard.
That bigger 105kWh pack is optional with the mainstream Taycan and Taycan 4S models, which as standard come with an 89kWh pack (10kWh bigger than before) that takes them, respectively, either 367 or 346 miles on a charge. With the larger 105kWh pack fitted, the rear-driven Taycan can go up to 421 miles, while the Taycan 4S can go up to 399 miles. That larger 'Performance Battery Plus' pack is standard further up the range and with it, the Taycan GTS can take you up to 427 miles, the Turbo and Turbo S versions go 391 miles and the Turbo GT manages up to 344 miles.
To preserve charge, as a further part of this update Porsche has made weight savings of up to 15kgs. And the maximum recuperation capacity during deceleration from high speeds has increased by more than 30 per cent from 290kW to up to 400kW. As before, unlike many of its rivals (but as with the similarly-engineered Audi e-tron GT), the Taycan has an 800volt electrical infrastructure (rather than the usual EV 400v set-up). This time round, this model's bigger battery packs can charge at up to 320kW (50kW more than before) and Porsche says that both packs will charge from 10-80% in just 18 minutes (4 minutes quicker than the equivalent smaller-capacity batteries could do before). It's 33 minutes hooked up to a more usual 150kW public DC supply. Home wallbox charging should be quicker too, thanks to a new controller and software for the 11kW AC in-built charger. With an 11kW supply, the 93kWh battery needs nine hours to charge from empty to full; it'd be 11 hours for the 105kWh battery.

If, like us, you'd begun to imagine that the golden age of the motor car was well behind us, there's cause for hope here. And even for an argument that a really well engineered EV can restore to enthusiasts some of the driving involvement and excitement that's been lost in recent decades as powerful petrol engines have become sanitised by turbochargers, particulate filters and camera-driven technology. Ultimately, those petrol engines have to go, but what replaces them doesn't necessarily have to be an automotive domestic appliance. The original Taycan proved that. And proves it again in this usefully upgraded form.
This car is priced to be vanishingly rare but its technology will in future surely be shared with more accessible EVs in Porsche's Volkswagen Group parent company. And from there, other competing volume brands will have to copy it. So the Taycan might really prove to be a turning point in EV development. The place from which automotive engineers regained emotive control in motor car development. There's a place in the market for electric cars produced merely to go from one location to another. But a desire for more than that will also exist amongst those who come in search of something extra. And if you'd despaired of an EV, any EV, ever properly providing that, then you need to try this car.