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Porsche’s Taycan is almost here – this is why I’m excited
It feels like the Porsche Taycan has been a long time coming. Four years after the German automaker revealed its Mission E concept, the first all-electric sedan from the company better known for the 911 is about to make its public debut, and with it drop a huge bombshell in the EV segment.
Unveiled in September 2023, the Mission E was a fairly obvious – and heavy – hint at what Porsche had in mind for an electrified world generally defined by Tesla. Clearly related to the automaker’s internal combustion cars visually, yet promising a cutting-edge 800 volt power system, the Mission E found a more positive reception than even Porsche could’ve hoped for.
It didn’t take long – less than two months, in fact – for the company’s execs to green light a production version. Then, of course, the hard work translating a concept car to something you could actually walk into a dealership and buy began. It wasn’t until mid-2023 that the Taycan badge – the name a rough equivalent to the Turkish for “lively young horse” – was attached.
Since then Tesla has released the Model 3, and the Model S has received numerous performance and other upgrades. We’ve seen Jaguar’s shapely and spritely I-PACE crossover arrive at dealerships, and more recently Audi’s e-tron SUV offer a distinctly familiar driving experience that just so happens to be electric. More EVs, from a variety of manufacturers, are waiting in the wings.
The Taycan hype, then, could easily have started to wane. Something still of interest to Porsche fans – at least, those willing to acknowledge a car without a straight-six under the sheet metal – but its potential impact diluted by a gradually maturing electric vehicle market. That it hasn’t speaks volumes.
Porsche apparently has more than 30,000 paid reservations for the Taycan worldwide. So fierce has demand been – before, even, final specifications or even a price has been confirmed – the automaker has had to preemptively increase production. Meanwhile a series of performance demonstrations, some serious and others a little sillier, have continued to stoke the pre-reveal fires.
What’s particularly curious is that, while Porsche has played the key details close to its chest and won’t be confirming things like exact power, speed, and range until tomorrow’s big unveil, interest remains high. Barring an unexpected miracle, it still seems almost certain that the Model S will best the Taycan on how far it can drive on a full charge. With Ludicrous mode active, it wouldn’t be a surprise if Tesla’s sedan is a little faster, too.
Even the Taycan’s much-vaunted 800V power system and high-speed charging will only really be useful if you can find a suitably high-power charger. Even with VW Group’s vast heapings of investment into Electrify America, that network is still fledgling at best. The majority of Taycan charging will, like is the case with all EVs, be done at home or at the office, on a far more mundane connection.
Why, then, does interest remain so high? Porsche’s reputation for performance cars is one key element, naturally. The Model S could always go fast in a straight line, for instance, but it’s only recently with its latest air suspension system that the weighty EV held up in the corners as well. If Porsche can grant the Taycan some of the 911’s poise when things get curvy, even if it’s not as powerful it could still prove to be more the driver’s car.
Then there’s badge prestige, and matters of reliability and reassurance. For every Tesla fan with nothing but praise for the company, it can seem like there’s another owner with an after-sales nightmare to report. The automaker has invested more in servicing of late, but it’s still some way from the white-glove treatment Porsche drivers have come to expect from their dealers. That alone may be sufficient to sway some sales.
The reality, though, is that EVs are not a zero-sum game. While it can feel at times as though it’s “Tesla versus the world” – a perspective Elon Musk hasn’t been shy in fueling at points – there’s plenty of space in the market for multiple strong cars. More choice is always going to be better: for potential owners looking for the best car to suit their needs; for manufacturers enjoying greater EV visibility; and for the environment as internal combustion’s sales lead is gradually scraped away.
It feels like we’re at a tipping point, with the Taycan at its vanguard. VW Group alone has a huge range of electric cars planned for the next few years; factor in the rest of the industry, both stalwarts and startups, and it’s clear that the competition Elon Musk invited back in June 2014 is finally readying its arrival. The Porsche Taycan may not be the car for everybody when it emerges from under the covers on Wednesday morning, but don’t worry: it’s only the first new EV of many.
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2023 Porsche 911 Turbo S Receives Lightweight And Sport Packages
2023 Porsche 911 Turbo S receives Lightweight and Sport packages
The 2023 Porsche 911 Turbo S remains the big daddy of supercars. And with Porsche’s new Lightweight and Sport packages – offered in the 911 Turbo S for the very first time – it could very well be the ultimate 911. For now.
As expected, the new Lightweight package includes a couple of standalone options bundled in a single package. It starts with lightweight noise-insulation glass to reduce weight by 66 pounds (30 kgs) over the standard Turbo S. Also included are lightweight full-bucket seats, deleted rear seats (to further reduce weight), and reduced sound deadening.
The Sport package has more to do aesthetics. According to Porsche’s press release, the new Sport package will emphasize the dynamic appearance of the flagship 911. It includes new taillights, a moderate sprinkling of high-gloss black accents, and dark silver Turbo S wheels. Meanwhile, the coupe also receives a lightweight carbon-fiber roof.
Unfortunately, Porsche was unable to release official images of the 2023 911 Turbo S fitted with the Lightweight and Sport packages. But we were told the Lightweight package is pretty similar to what you’ll see in the 911 GT3’s interior with full bucket seats and deleted rear seats. The images in these pages are only meant for reference and were lifted directly from Porsche’s official PR site.
Meanwhile, the new Lightweight and Sport Package can only spell good things for the 2023 911 Turbo S. It remains the sharpest and most fun-to-drive (if not, scarier) iteration of the latest generation 911 Turbo. As usual, the S moniker means you get more of everything from the Turbo model. And yes, this also means more power.
The range-topping 911 Turbo S is fitted with an updated 3.8-liter flat-six with new intake routings, which improves the flow rate by up to 13-percent. With larger turbos feeding massive amounts of air, the 911 Turbo S has 640 horsepower and 590 pound-feet of torque at your disposal. The engine is connected to a new eight-speed PDK dual-clutch automatic gearbox driving all four wheels.
Porsche also tinkered with the Turbo S’s traction control system to offer better off-the-line performance, and it works. The 2023 911 Turbo S coupe rockets from 0 to 60 mph in 2.6-seconds while the cabriolet is slower by only 0.1-second.
The Turbo S is also 1.8-inches wider at the front and by 0.78-inch at the rear to give the car a more aggressive, hunkered-down demeanor. Adaptive aerodynamics are also standard with a deployable rear wing and extendable front spoiler. And with standard Porsche Active Suspension Management (PASM), you can further lower the ride height by 0.39-inch (10 mm) for better aerodynamics.
The Lightweight and Sport packages for the new Porsche 911 Turbo S will be available later this year. Porsche has yet to reveal pricing for both packages, but the 2023 Porsche 911 Turbo S Coupe starts at around $205,000 while the 911 Turbo S Cabriolet is at $218,000.
2023 Porsche 911 Carrera S Cabriolet And 4S First Drive
The 2023 911 Carrera S’ engine is the 6,000-pound gorilla in the room. When Porsche announced the replacement of the naturally-aspirated engine, fear spread far and wide. Welcome to a new age of turbochargers, and Porsche has finally jumped on the bandwagon – primarily due to government requirement for lowering CO2 emissions as well as improving fuel economy. The first 911 on the 991 platform replaced the 997 back in 2012, and moving forward, all modern 911s on the second gen 991 platform (991.2) are turbocharged. That being said, there’s a reason turbochargers have found favor: the new, rear-mounted 3.0-liter twin turbocharged flat-six is more powerful than the old powerplant, making it quicker while also being more fuel-efficient.
At your disposal is 370 HP and 332 lb-ft in the 911 Carrera 4 and 420 HP, 370 lb-ft in the 4S, a 20 HP, 45-lb-ft increase from their predecessors. Peak torque starts at 1,700 rpm and keeps kicking to 5,000 rpm, but it’s also capable of redlining at 7,500 rpm, which is something many of us love to do with a naturally-aspirated engine. All 911 Carrera and 911 Carrera S models come standard with a 7-speed manual transmission.
There’s no artificial or digitized sound piped into the cabin – the purists can only take so much, after all – so while you still hear the high-pitched whine of the spinning turbo there’s also the underlying grunt from the 3.0-liter itself. Long-time Porsche aficionados will of course notice the difference, but it sounds great to my ears, and there’s no lag before the turbo power kicks in.
All this power, you’d expect – and hope – you could stop on a dime too, and Porsche takes no chances on that front. For 2023 you get new, larger four piston calipers and 13-inch front rotors for the base model; the S model comes equipped with 13.8-inch discs or optional carbon ceramic brakes sized at 16.1-inches in the front and 15.4-inches in the rear. My test 911 Carrera 4 Cab was outfitted with handsome 20-inch RS Spyder design wheels, a $2,370 option.
It’s not the only way to kick the sticker price up a notch. Also available as an option is Porsche Doppelkupplung, the company’s dual-clutch transmission or PDK, which adds $3,200. Fitted in both the 911 Carrera S Cab and Carrera 4S I tested, I couldn’t help but be impressed with its ability to deliver instantaneous gear-shifts. Porsche actually began developing it back in 1970, but it took until the 2009 model-year 911 and Boxster/Cayman before it made it to production cars.
There’s an old belief that soft-tops are the softer option on the road, but the gorgeous convertible Sapphire Blue Metallic 911 Carrera S Cabriolet belied such accusations. It has a base price of $115,700, a $12,300 premium over the similarly-specified coupe. However, for a typical Porsche buyer, loading up on options is a way of life; with a few ticks down the order sheet, this particular model came out at $144,805.
The costliest option – and also, ironically, my favorite – is the rear-axle steering, though with its $6,810tag Porsche will also throw in a Sport exhaust system. It’s available for all S models, having once been reserved exclusively for the 911 Turbo and 911 GT3 models.
At low speed, the system steers the rear wheels in the opposite direction to the front wheels, essentially cutting down on the turning circle. That helps when squeezing in and out of a tight parking spot, or generally maneuvering in places you really, really wouldn’t want to scratch your car; the overall feel is like you’re driving a shorter vehicle.
During more spirited or sporty driving, however, the rear wheels steer in the same direction as those at the front, mimicking a longer wheelbase for greater agility and improved overall stability.
I get it, it’s an expensive option. It’s also rare and only available on the S model, so I think you’d be remiss if you bought the car but didn’t check this particular box.
Another option worth ticking is the Front Axle Lift System ($2,590), which raises the front lip 2-inches to help climb over driveway bumps or speed bumps.
Porsche’S Taycan Is Almost Here
Porsche’s Taycan is almost here – this is why I’m excited
It feels like the Porsche Taycan has been a long time coming. Four years after the German automaker revealed its Mission E concept, the first all-electric sedan from the company better known for the 911 is about to make its public debut, and with it drop a huge bombshell in the EV segment.
Unveiled in September 2023, the Mission E was a fairly obvious – and heavy – hint at what Porsche had in mind for an electrified world generally defined by Tesla. Clearly related to the automaker’s internal combustion cars visually, yet promising a cutting-edge 800 volt power system, the Mission E found a more positive reception than even Porsche could’ve hoped for.
It didn’t take long – less than two months, in fact – for the company’s execs to green light a production version. Then, of course, the hard work translating a concept car to something you could actually walk into a dealership and buy began. It wasn’t until mid-2023 that the Taycan badge – the name a rough equivalent to the Turkish for “lively young horse” – was attached.
Since then Tesla has released the Model 3, and the Model S has received numerous performance and other upgrades. We’ve seen Jaguar’s shapely and spritely I-PACE crossover arrive at dealerships, and more recently Audi’s e-tron SUV offer a distinctly familiar driving experience that just so happens to be electric. More EVs, from a variety of manufacturers, are waiting in the wings.
The Taycan hype, then, could easily have started to wane. Something still of interest to Porsche fans – at least, those willing to acknowledge a car without a straight-six under the sheet metal – but its potential impact diluted by a gradually maturing electric vehicle market. That it hasn’t speaks volumes.
Porsche apparently has more than 30,000 paid reservations for the Taycan worldwide. So fierce has demand been – before, even, final specifications or even a price has been confirmed – the automaker has had to preemptively increase production. Meanwhile a series of performance demonstrations, some serious and others a little sillier, have continued to stoke the pre-reveal fires.
What’s particularly curious is that, while Porsche has played the key details close to its chest and won’t be confirming things like exact power, speed, and range until tomorrow’s big unveil, interest remains high. Barring an unexpected miracle, it still seems almost certain that the Model S will best the Taycan on how far it can drive on a full charge. With Ludicrous mode active, it wouldn’t be a surprise if Tesla’s sedan is a little faster, too.
Even the Taycan’s much-vaunted 800V power system and high-speed charging will only really be useful if you can find a suitably high-power charger. Even with VW Group’s vast heapings of investment into Electrify America, that network is still fledgling at best. The majority of Taycan charging will, like is the case with all EVs, be done at home or at the office, on a far more mundane connection.
Why, then, does interest remain so high? Porsche’s reputation for performance cars is one key element, naturally. The Model S could always go fast in a straight line, for instance, but it’s only recently with its latest air suspension system that the weighty EV held up in the corners as well. If Porsche can grant the Taycan some of the 911’s poise when things get curvy, even if it’s not as powerful it could still prove to be more the driver’s car.
Then there’s badge prestige, and matters of reliability and reassurance. For every Tesla fan with nothing but praise for the company, it can seem like there’s another owner with an after-sales nightmare to report. The automaker has invested more in servicing of late, but it’s still some way from the white-glove treatment Porsche drivers have come to expect from their dealers. That alone may be sufficient to sway some sales.
The reality, though, is that EVs are not a zero-sum game. While it can feel at times as though it’s “Tesla versus the world” – a perspective Elon Musk hasn’t been shy in fueling at points – there’s plenty of space in the market for multiple strong cars. More choice is always going to be better: for potential owners looking for the best car to suit their needs; for manufacturers enjoying greater EV visibility; and for the environment as internal combustion’s sales lead is gradually scraped away.
It feels like we’re at a tipping point, with the Taycan at its vanguard. VW Group alone has a huge range of electric cars planned for the next few years; factor in the rest of the industry, both stalwarts and startups, and it’s clear that the competition Elon Musk invited back in June 2014 is finally readying its arrival. The Porsche Taycan may not be the car for everybody when it emerges from under the covers on Wednesday morning, but don’t worry: it’s only the first new EV of many.
Porsche’S Taycan Is Almost Here
Porsche’s Taycan is almost here – this is why I’m excited
It feels like the Porsche Taycan has been a long time coming. Four years after the German automaker revealed its Mission E concept, the first all-electric sedan from the company better known for the 911 is about to make its public debut, and with it drop a huge bombshell in the EV segment.
Unveiled in September 2023, the Mission E was a fairly obvious – and heavy – hint at what Porsche had in mind for an electrified world generally defined by Tesla. Clearly related to the automaker’s internal combustion cars visually, yet promising a cutting-edge 800 volt power system, the Mission E found a more positive reception than even Porsche could’ve hoped for.
It didn’t take long – less than two months, in fact – for the company’s execs to green light a production version. Then, of course, the hard work translating a concept car to something you could actually walk into a dealership and buy began. It wasn’t until mid-2023 that the Taycan badge – the name a rough equivalent to the Turkish for “lively young horse” – was attached.
Since then Tesla has released the Model 3, and the Model S has received numerous performance and other upgrades. We’ve seen Jaguar’s shapely and spritely I-PACE crossover arrive at dealerships, and more recently Audi’s e-tron SUV offer a distinctly familiar driving experience that just so happens to be electric. More EVs, from a variety of manufacturers, are waiting in the wings.
The Taycan hype, then, could easily have started to wane. Something still of interest to Porsche fans – at least, those willing to acknowledge a car without a straight-six under the sheet metal – but its potential impact diluted by a gradually maturing electric vehicle market. That it hasn’t speaks volumes.
Porsche apparently has more than 30,000 paid reservations for the Taycan worldwide. So fierce has demand been – before, even, final specifications or even a price has been confirmed – the automaker has had to preemptively increase production. Meanwhile a series of performance demonstrations, some serious and others a little sillier, have continued to stoke the pre-reveal fires.
What’s particularly curious is that, while Porsche has played the key details close to its chest and won’t be confirming things like exact power, speed, and range until tomorrow’s big unveil, interest remains high. Barring an unexpected miracle, it still seems almost certain that the Model S will best the Taycan on how far it can drive on a full charge. With Ludicrous mode active, it wouldn’t be a surprise if Tesla’s sedan is a little faster, too.
Even the Taycan’s much-vaunted 800V power system and high-speed charging will only really be useful if you can find a suitably high-power charger. Even with VW Group’s vast heapings of investment into Electrify America, that network is still fledgling at best. The majority of Taycan charging will, like is the case with all EVs, be done at home or at the office, on a far more mundane connection.
Why, then, does interest remain so high? Porsche’s reputation for performance cars is one key element, naturally. The Model S could always go fast in a straight line, for instance, but it’s only recently with its latest air suspension system that the weighty EV held up in the corners as well. If Porsche can grant the Taycan some of the 911’s poise when things get curvy, even if it’s not as powerful it could still prove to be more the driver’s car.
Then there’s badge prestige, and matters of reliability and reassurance. For every Tesla fan with nothing but praise for the company, it can seem like there’s another owner with an after-sales nightmare to report. The automaker has invested more in servicing of late, but it’s still some way from the white-glove treatment Porsche drivers have come to expect from their dealers. That alone may be sufficient to sway some sales.
The reality, though, is that EVs are not a zero-sum game. While it can feel at times as though it’s “Tesla versus the world” – a perspective Elon Musk hasn’t been shy in fueling at points – there’s plenty of space in the market for multiple strong cars. More choice is always going to be better: for potential owners looking for the best car to suit their needs; for manufacturers enjoying greater EV visibility; and for the environment as internal combustion’s sales lead is gradually scraped away.
It feels like we’re at a tipping point, with the Taycan at its vanguard. VW Group alone has a huge range of electric cars planned for the next few years; factor in the rest of the industry, both stalwarts and startups, and it’s clear that the competition Elon Musk invited back in June 2014 is finally readying its arrival. The Porsche Taycan may not be the car for everybody when it emerges from under the covers on Wednesday morning, but don’t worry: it’s only the first new EV of many.
Porsche’S Taycan Is Almost Here
Porsche’s Taycan is almost here – this is why I’m excited
It feels like the Porsche Taycan has been a long time coming. Four years after the German automaker revealed its Mission E concept, the first all-electric sedan from the company better known for the 911 is about to make its public debut, and with it drop a huge bombshell in the EV segment.
Unveiled in September 2023, the Mission E was a fairly obvious – and heavy – hint at what Porsche had in mind for an electrified world generally defined by Tesla. Clearly related to the automaker’s internal combustion cars visually, yet promising a cutting-edge 800 volt power system, the Mission E found a more positive reception than even Porsche could’ve hoped for.
It didn’t take long – less than two months, in fact – for the company’s execs to green light a production version. Then, of course, the hard work translating a concept car to something you could actually walk into a dealership and buy began. It wasn’t until mid-2023 that the Taycan badge – the name a rough equivalent to the Turkish for “lively young horse” – was attached.
Since then Tesla has released the Model 3, and the Model S has received numerous performance and other upgrades. We’ve seen Jaguar’s shapely and spritely I-PACE crossover arrive at dealerships, and more recently Audi’s e-tron SUV offer a distinctly familiar driving experience that just so happens to be electric. More EVs, from a variety of manufacturers, are waiting in the wings.
The Taycan hype, then, could easily have started to wane. Something still of interest to Porsche fans – at least, those willing to acknowledge a car without a straight-six under the sheet metal – but its potential impact diluted by a gradually maturing electric vehicle market. That it hasn’t speaks volumes.
Porsche apparently has more than 30,000 paid reservations for the Taycan worldwide. So fierce has demand been – before, even, final specifications or even a price has been confirmed – the automaker has had to preemptively increase production. Meanwhile a series of performance demonstrations, some serious and others a little sillier, have continued to stoke the pre-reveal fires.
What’s particularly curious is that, while Porsche has played the key details close to its chest and won’t be confirming things like exact power, speed, and range until tomorrow’s big unveil, interest remains high. Barring an unexpected miracle, it still seems almost certain that the Model S will best the Taycan on how far it can drive on a full charge. With Ludicrous mode active, it wouldn’t be a surprise if Tesla’s sedan is a little faster, too.
Even the Taycan’s much-vaunted 800V power system and high-speed charging will only really be useful if you can find a suitably high-power charger. Even with VW Group’s vast heapings of investment into Electrify America, that network is still fledgling at best. The majority of Taycan charging will, like is the case with all EVs, be done at home or at the office, on a far more mundane connection.
Why, then, does interest remain so high? Porsche’s reputation for performance cars is one key element, naturally. The Model S could always go fast in a straight line, for instance, but it’s only recently with its latest air suspension system that the weighty EV held up in the corners as well. If Porsche can grant the Taycan some of the 911’s poise when things get curvy, even if it’s not as powerful it could still prove to be more the driver’s car.
Then there’s badge prestige, and matters of reliability and reassurance. For every Tesla fan with nothing but praise for the company, it can seem like there’s another owner with an after-sales nightmare to report. The automaker has invested more in servicing of late, but it’s still some way from the white-glove treatment Porsche drivers have come to expect from their dealers. That alone may be sufficient to sway some sales.
The reality, though, is that EVs are not a zero-sum game. While it can feel at times as though it’s “Tesla versus the world” – a perspective Elon Musk hasn’t been shy in fueling at points – there’s plenty of space in the market for multiple strong cars. More choice is always going to be better: for potential owners looking for the best car to suit their needs; for manufacturers enjoying greater EV visibility; and for the environment as internal combustion’s sales lead is gradually scraped away.
It feels like we’re at a tipping point, with the Taycan at its vanguard. VW Group alone has a huge range of electric cars planned for the next few years; factor in the rest of the industry, both stalwarts and startups, and it’s clear that the competition Elon Musk invited back in June 2014 is finally readying its arrival. The Porsche Taycan may not be the car for everybody when it emerges from under the covers on Wednesday morning, but don’t worry: it’s only the first new EV of many.
Porsche’S Taycan Is Almost Here
Porsche’s Taycan is almost here – this is why I’m excited
It feels like the Porsche Taycan has been a long time coming. Four years after the German automaker revealed its Mission E concept, the first all-electric sedan from the company better known for the 911 is about to make its public debut, and with it drop a huge bombshell in the EV segment.
Unveiled in September 2023, the Mission E was a fairly obvious – and heavy – hint at what Porsche had in mind for an electrified world generally defined by Tesla. Clearly related to the automaker’s internal combustion cars visually, yet promising a cutting-edge 800 volt power system, the Mission E found a more positive reception than even Porsche could’ve hoped for.
It didn’t take long – less than two months, in fact – for the company’s execs to green light a production version. Then, of course, the hard work translating a concept car to something you could actually walk into a dealership and buy began. It wasn’t until mid-2023 that the Taycan badge – the name a rough equivalent to the Turkish for “lively young horse” – was attached.
Since then Tesla has released the Model 3, and the Model S has received numerous performance and other upgrades. We’ve seen Jaguar’s shapely and spritely I-PACE crossover arrive at dealerships, and more recently Audi’s e-tron SUV offer a distinctly familiar driving experience that just so happens to be electric. More EVs, from a variety of manufacturers, are waiting in the wings.
The Taycan hype, then, could easily have started to wane. Something still of interest to Porsche fans – at least, those willing to acknowledge a car without a straight-six under the sheet metal – but its potential impact diluted by a gradually maturing electric vehicle market. That it hasn’t speaks volumes.
Porsche apparently has more than 30,000 paid reservations for the Taycan worldwide. So fierce has demand been – before, even, final specifications or even a price has been confirmed – the automaker has had to preemptively increase production. Meanwhile a series of performance demonstrations, some serious and others a little sillier, have continued to stoke the pre-reveal fires.
What’s particularly curious is that, while Porsche has played the key details close to its chest and won’t be confirming things like exact power, speed, and range until tomorrow’s big unveil, interest remains high. Barring an unexpected miracle, it still seems almost certain that the Model S will best the Taycan on how far it can drive on a full charge. With Ludicrous mode active, it wouldn’t be a surprise if Tesla’s sedan is a little faster, too.
Even the Taycan’s much-vaunted 800V power system and high-speed charging will only really be useful if you can find a suitably high-power charger. Even with VW Group’s vast heapings of investment into Electrify America, that network is still fledgling at best. The majority of Taycan charging will, like is the case with all EVs, be done at home or at the office, on a far more mundane connection.
Why, then, does interest remain so high? Porsche’s reputation for performance cars is one key element, naturally. The Model S could always go fast in a straight line, for instance, but it’s only recently with its latest air suspension system that the weighty EV held up in the corners as well. If Porsche can grant the Taycan some of the 911’s poise when things get curvy, even if it’s not as powerful it could still prove to be more the driver’s car.
Then there’s badge prestige, and matters of reliability and reassurance. For every Tesla fan with nothing but praise for the company, it can seem like there’s another owner with an after-sales nightmare to report. The automaker has invested more in servicing of late, but it’s still some way from the white-glove treatment Porsche drivers have come to expect from their dealers. That alone may be sufficient to sway some sales.
The reality, though, is that EVs are not a zero-sum game. While it can feel at times as though it’s “Tesla versus the world” – a perspective Elon Musk hasn’t been shy in fueling at points – there’s plenty of space in the market for multiple strong cars. More choice is always going to be better: for potential owners looking for the best car to suit their needs; for manufacturers enjoying greater EV visibility; and for the environment as internal combustion’s sales lead is gradually scraped away.
It feels like we’re at a tipping point, with the Taycan at its vanguard. VW Group alone has a huge range of electric cars planned for the next few years; factor in the rest of the industry, both stalwarts and startups, and it’s clear that the competition Elon Musk invited back in June 2014 is finally readying its arrival. The Porsche Taycan may not be the car for everybody when it emerges from under the covers on Wednesday morning, but don’t worry: it’s only the first new EV of many.
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