Porsche Taycan 4S Sedan Facelift First Drive Review
03 Apr 2024|2,020 views
Facelift (What's New)
Revised front fascia and optional illumination of 'Porsche' lettering on tailgate
Peak power bumped up to 440kW and 710Nm (with Performance Battery Plus)
Higher charging capacity
Optimisations for greater all-electric range, including larger battery capacity
New optional Porsche Active Ride chassis tech
Push-to-Pass function now part of Sport Chrono Package
Regardless of how the self-described purists may feel, Porsche's first fully-electric sports car, the Taycan, has been a roaring success. (Figuratively, of course.)
As prior experiences up close have demonstrated, the car has arguably accomplished the difficult balancing act of embracing the present (and some parts of the future), without losing the intangible essence of a Porsche. With more than 150,000 units produced since it was first launched, it's undeniable, too, that customers have climbed fully on board. Soul, electrified? By most counts, the Taycan has succeeded thus far.
It is not, however, in the fibre of Porsche as a brand to stand still. As such, this is what we've gotten: A new Taycan, carrying with it a particularly extensive refresh for the first time.
Prior software updates, offered to owners of the 'old' Taycan, shouldn't be disregarded for the enhancements they brought to the car.
But the clearest indicator that this new car marks a fully-realised facelift of the Taycan model line is its fresh look. Most notably, slimmer head lights, which can be optioned with powerful new LED HD Matrix lighting technology, now crown the car's face, while the three-dimensional 'PORSCHE' lettering standing beneath the car's taillight bar can now light up too (again, this is an option).
We'd say that non-Turbo variants - like our 4S - will be the easiest to distinguish from their predecessors, since the black surrounds around the headlamps have become far less pronounced, and no longer stretch down to hug the revised front intakes. Some may lament the Taycan's quiet and subtle step away from the original Mission E-look in this iteration - but the sedan is no less stunning to behold in person, especially with its large fenders, sheer width and unmistakable coupe-like silhouette.
There are also subtle tweaks when you step within.
Although the Taycan's sporty, curved digital instrument cluster remains, a new sub-display allows the driver to monitor the battery status of their car more finely, with the inclusion of details such as its temperature, and correspondingly, the maximum charge current its battery can take.
The latter is crucial, as Porsche is quick to note. As if 270kW wasn't quick enough, the Taycan is now capable of a peak charging speed of up to 320kW, with its upgraded architecture putting itself ahead yet again as one of the most powerful for an EV today. This allows the battery to be recharged from 10 to 80% in just 18 minutes.
The larger changes, however, are more than skin-deep.
You thought the Taycan was already quick enough; Porsche thought otherwise - so performance upgrades are what it has imbued the car with, across all variants. In its previous iteration, the Taycan 4S with the Performance Battery Plus boasted a peak output of 360kW (483bhp) and 650Nm of torque, and would blast from 0 to 100km/h in just 4.0 seconds. Now, its four wheels are lit ablaze with even more firepower: 440kW (590bhp) and 710Nm (!) of instant torque. (Yes, this is the 4S, not the Turbo we’re talking about.)
Truthfully, unless you happen to be an owner of the current 4S, or unless you have the immense privilege of launching the pre and post-refreshed cars back to back from nought to 100, the difference in power isn't glaringly apparent. Chalk it down to the tidal wave of torque already managed by the previous car - instant, and relentless in its ability to set off yelps (either excited or nervous) from your passengers.
What is new on this facelifted model, however - and will certifiably inject more joy into your daily drives - is the Push-to-Pass function, which you now get as part of the Sport Chrono package.
Depress the button encircled by the Drive Mode rotary selector and watch the instrument cluster light up in blue with a 10-second countdown - then floor the pedal and give it the beans.
It's not quite Launch Control-esque, but with this key to unlocking more power so readily in hand (or rather, so readily under your thumb), the delightful accessibility of the fun is hard to put into words. What's more, you don't even have to put the car into Sport Plus to enjoy it; it's usable even in Normal mode.
Still, to focus on straight line speed alone would be to do the Taycan major discredit. While a significant part of the update has been the inclusion of adaptive air suspension as standard across the range, the unit we drove was fitted with a spanking new slice of chassis tech, boasting even more sophistication.
Dubbed Porsche Active Ride (PAR), the system relies on four separate motor pump units - augmenting each of the car's active dampers - which, in Porsche's words, allows for "active force generation on every single wheel". The broad goal? To isolate the movement of one wheel from another, with the car processing the gazillion forces acting on all four corners at each particular moment in time to calculate what sorts of adjustments can achieve certain outcomes - such as keeping the car level under dynamic steering.
In short, it's effective. Confoundingly, the Taycan 4S doesn't feel all of its 2.2 tonnes when taking on the backroads of Andalusia. Steady and sure-footed at all times, the car revels in sweeping bends with remarkable composure and poise, before slinking out and bursting forth eagerly as the road ahead straightens again.
Helping the Taycan's performance, too, is the fact that its steering feel isn't heavy to the point of feeling artificial, focused instead on sharpness that doesn't spill over into freneticism. Considering the incorporation of a regen system to recuperate power, the brakes are also consistently natural in their feel, providing the confidence to shed speed.
On narrower bends, however, the car's sheer size does make itself felt - but then if stripped-down, superlative light-footedness were a buyer's utmost priority, it's likely they wouldn't be eyeing something from the Porsche menu with four doors (and a full-sized battery).
It's at this point too that we need to talk about driving range.
Across the spread of variants once again, the new Taycan has been designed to go further thanks to a variety of enhancements including a higher maximum ceiling of recuperative ability, aerodynamic optimisation of the car's body, and of course, batteries with larger capacities. In this case, the Performance Battery Plus has a gross capacity of 105kWh now - up from 93.4kWh previously.
Here, the distinction that these are technically not (physically) larger batteries is important; Porsche has tinkered with the battery chemistry for higher energy density, rather than adding extra weight. In fact, the brand says that a newly-developed rear electric motor has helped shed weight.
The extra range is important, because it supplements the Taycan's abilities on the other end of the spectrum: As a long-distance cruiser.
On the flip end, drive the Taycan at saner speeds and the experience is immensely rewarding too. While riding on the firmer side, the car has always displayed a sense of solidity and tightness on the move, unbroken by road imperfections, and the same holds still, especially with the assistance of PAR now.
Furthermore, the cabin is well-insulated from road noise - a quality made all the more commendable when you remember there is no actual engine note (the optional Electric Sport Sound doesn't count).
Refining, rather than reinventing the wheel - on its own terms
The arms race in the world of electrification is now playing out on two main fronts: To topple 0 to 100km/h timings as carmakers increasingly introduce electric motors with more power; and to bump up range, as consumers persist in making their concerns about range anxiety heard.
In true Porsche fashion, the new Taycan doesn't stray wildly off the path forged by its predecessor. The baseline hasn't changed - this is still as entertaining, and as engaging as EVs come - but to adapt to the automotive world of 2024, its extra performance and range are not unwelcome forward steps. Considering that the outgoing Taycan counts itself as one of the brand's top-selling models in Singapore, we'd wager a bet that local consumers are sure to bite too, when the new car arrives sometime around year-end.
That isn't to say that the Taycan doesn't still pursue its own path of electric thrills, though.
At a time when it can feel like carmakers get too much credit for unlocking more power in an electric motor or two (with disregard for almost everything else), the line between a powerful car and performance car can be easy to lose sight of. Porsche seems clear on the distinction - and has made sure the Taycan remains firmly in the latter camp.
Facelift (What's New)
Revised front fascia and optional illumination of 'Porsche' lettering on tailgate
Peak power bumped up to 440kW and 710Nm (with Performance Battery Plus)
Higher charging capacity
Optimisations for greater all-electric range, including larger battery capacity
New optional Porsche Active Ride chassis tech
Push-to-Pass function now part of Sport Chrono Package
Regardless of how the self-described purists may feel, Porsche's first fully-electric sports car, the Taycan, has been a roaring success. (Figuratively, of course.)
As prior experiences up close have demonstrated, the car has arguably accomplished the difficult balancing act of embracing the present (and some parts of the future), without losing the intangible essence of a Porsche. With more than 150,000 units produced since it was first launched, it's undeniable, too, that customers have climbed fully on board. Soul, electrified? By most counts, the Taycan has succeeded thus far.
It is not, however, in the fibre of Porsche as a brand to stand still. As such, this is what we've gotten: A new Taycan, carrying with it a particularly extensive refresh for the first time.
Prior software updates, offered to owners of the 'old' Taycan, shouldn't be disregarded for the enhancements they brought to the car.
But the clearest indicator that this new car marks a fully-realised facelift of the Taycan model line is its fresh look. Most notably, slimmer head lights, which can be optioned with powerful new LED HD Matrix lighting technology, now crown the car's face, while the three-dimensional 'PORSCHE' lettering standing beneath the car's taillight bar can now light up too (again, this is an option).
We'd say that non-Turbo variants - like our 4S - will be the easiest to distinguish from their predecessors, since the black surrounds around the headlamps have become far less pronounced, and no longer stretch down to hug the revised front intakes. Some may lament the Taycan's quiet and subtle step away from the original Mission E-look in this iteration - but the sedan is no less stunning to behold in person, especially with its large fenders, sheer width and unmistakable coupe-like silhouette.
There are also subtle tweaks when you step within.
Although the Taycan's sporty, curved digital instrument cluster remains, a new sub-display allows the driver to monitor the battery status of their car more finely, with the inclusion of details such as its temperature, and correspondingly, the maximum charge current its battery can take.
The latter is crucial, as Porsche is quick to note. As if 270kW wasn't quick enough, the Taycan is now capable of a peak charging speed of up to 320kW, with its upgraded architecture putting itself ahead yet again as one of the most powerful for an EV today. This allows the battery to be recharged from 10 to 80% in just 18 minutes.
The larger changes, however, are more than skin-deep.
You thought the Taycan was already quick enough; Porsche thought otherwise - so performance upgrades are what it has imbued the car with, across all variants. In its previous iteration, the Taycan 4S with the Performance Battery Plus boasted a peak output of 360kW (483bhp) and 650Nm of torque, and would blast from 0 to 100km/h in just 4.0 seconds. Now, its four wheels are lit ablaze with even more firepower: 440kW (590bhp) and 710Nm (!) of instant torque. (Yes, this is the 4S, not the Turbo we’re talking about.)
Truthfully, unless you happen to be an owner of the current 4S, or unless you have the immense privilege of launching the pre and post-refreshed cars back to back from nought to 100, the difference in power isn't glaringly apparent. Chalk it down to the tidal wave of torque already managed by the previous car - instant, and relentless in its ability to set off yelps (either excited or nervous) from your passengers.
What is new on this facelifted model, however - and will certifiably inject more joy into your daily drives - is the Push-to-Pass function, which you now get as part of the Sport Chrono package.
Depress the button encircled by the Drive Mode rotary selector and watch the instrument cluster light up in blue with a 10-second countdown - then floor the pedal and give it the beans.
It's not quite Launch Control-esque, but with this key to unlocking more power so readily in hand (or rather, so readily under your thumb), the delightful accessibility of the fun is hard to put into words. What's more, you don't even have to put the car into Sport Plus to enjoy it; it's usable even in Normal mode.
Still, to focus on straight line speed alone would be to do the Taycan major discredit. While a significant part of the update has been the inclusion of adaptive air suspension as standard across the range, the unit we drove was fitted with a spanking new slice of chassis tech, boasting even more sophistication.
Dubbed Porsche Active Ride (PAR), the system relies on four separate motor pump units - augmenting each of the car's active dampers - which, in Porsche's words, allows for "active force generation on every single wheel". The broad goal? To isolate the movement of one wheel from another, with the car processing the gazillion forces acting on all four corners at each particular moment in time to calculate what sorts of adjustments can achieve certain outcomes - such as keeping the car level under dynamic steering.
In short, it's effective. Confoundingly, the Taycan 4S doesn't feel all of its 2.2 tonnes when taking on the backroads of Andalusia. Steady and sure-footed at all times, the car revels in sweeping bends with remarkable composure and poise, before slinking out and bursting forth eagerly as the road ahead straightens again.
Helping the Taycan's performance, too, is the fact that its steering feel isn't heavy to the point of feeling artificial, focused instead on sharpness that doesn't spill over into freneticism. Considering the incorporation of a regen system to recuperate power, the brakes are also consistently natural in their feel, providing the confidence to shed speed.
On narrower bends, however, the car's sheer size does make itself felt - but then if stripped-down, superlative light-footedness were a buyer's utmost priority, it's likely they wouldn't be eyeing something from the Porsche menu with four doors (and a full-sized battery).
It's at this point too that we need to talk about driving range.
Across the spread of variants once again, the new Taycan has been designed to go further thanks to a variety of enhancements including a higher maximum ceiling of recuperative ability, aerodynamic optimisation of the car's body, and of course, batteries with larger capacities. In this case, the Performance Battery Plus has a gross capacity of 105kWh now - up from 93.4kWh previously.
Here, the distinction that these are technically not (physically) larger batteries is important; Porsche has tinkered with the battery chemistry for higher energy density, rather than adding extra weight. In fact, the brand says that a newly-developed rear electric motor has helped shed weight.
The extra range is important, because it supplements the Taycan's abilities on the other end of the spectrum: As a long-distance cruiser.
On the flip end, drive the Taycan at saner speeds and the experience is immensely rewarding too. While riding on the firmer side, the car has always displayed a sense of solidity and tightness on the move, unbroken by road imperfections, and the same holds still, especially with the assistance of PAR now.
Furthermore, the cabin is well-insulated from road noise - a quality made all the more commendable when you remember there is no actual engine note (the optional Electric Sport Sound doesn't count).
Refining, rather than reinventing the wheel - on its own terms
The arms race in the world of electrification is now playing out on two main fronts: To topple 0 to 100km/h timings as carmakers increasingly introduce electric motors with more power; and to bump up range, as consumers persist in making their concerns about range anxiety heard.
In true Porsche fashion, the new Taycan doesn't stray wildly off the path forged by its predecessor. The baseline hasn't changed - this is still as entertaining, and as engaging as EVs come - but to adapt to the automotive world of 2024, its extra performance and range are not unwelcome forward steps. Considering that the outgoing Taycan counts itself as one of the brand's top-selling models in Singapore, we'd wager a bet that local consumers are sure to bite too, when the new car arrives sometime around year-end.
That isn't to say that the Taycan doesn't still pursue its own path of electric thrills, though.
At a time when it can feel like carmakers get too much credit for unlocking more power in an electric motor or two (with disregard for almost everything else), the line between a powerful car and performance car can be easy to lose sight of. Porsche seems clear on the distinction - and has made sure the Taycan remains firmly in the latter camp.
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