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The cheapest Porsche EV you can buy


It’s official. The all-electric Porsche Taycan sedan is more popular than the iconic 911 sports car.

Last year Porsche sold 41,296 Taycans, surpassing sales of the 911, but it should be noted that the 911 also hit a new sales record of 38,464 cars sold.

The popularity and response the Taycan has received has pushed Porsche further with electric vehicles, now into the realm of sports cars.

“By the middle of the decade, we want to offer our mid-engine 718 sports car exclusively in all-electric form,” Porsche CEO Oliver Blume said when the company unveiled its EV plus roadmap. early in March.

When the Taycan went on sale in late 2019 as a 2020 model, it was unique among EV offerings with its innovative 800-volt system and 2-speed gearbox. With its Porsche underpinnings and chassis, the early models of the Taycan (the Turbo S and Turbo) featured huge horsepower (600hp+), as well as huge MSRPs ($150,000+).

Porsche Taycan base

When the base Taycan RWD (rear-wheel drive) came out in 2021, it seemed like the sweet spot for EV fans who wanted a Porsche, at a somewhat reasonable starting price of $81,400 before delivery (Note: for 2022 , the base Taycan starts at $86,700). And it’s the Taycan base that Porsche took to Yahoo Finance for a review.

The Taycan EV model that arrived came in a stunning Cherry Red Metallic and a host of other options that bumped the price of the car up to $114,200 with delivery. Options like Rear Axle Steering ($1,620), Adaptive Suspension ($2,200), Porsche Torque Vectoring Plus ($1,500), Performance Battery Plus 93.4 kWh ($5,780) and adaptive cruise control ($2,050) are options that, while pricey, are worth it. Race-tex seat materials ($4,700), Aero wheels ($2,380) and PCSB brakes ($3,490) are options that could be omitted.

Taycan core specifications and technology

This base Taycan will get you a standard performance battery (79.2 kWh) that has a range of 225 EPA miles, 321 hp (overboost 402 hp) and a 5.1 second 0-60 mph time. With the addition of the performance battery plus, Porsche claims range jumps to 281 miles using AMCI testing, power jumps to 375 horsepower, with boost output at 469 hp. The base Taycan is a single-motor setup that uses a two-speed transmission, which is rather unique in the EV world.

Being inside the cabin is unlike any other Porsche. Engineers and designers have created an interior space that takes you into the future, though Porsche fans will still find it familiar. The curved digital display behind the steering wheel looks futuristic and minimalist, with only the necessary information displayed, but also resembles the “5-dial” layout that the 911 uses.

Porsche Taycan base

Porsche Taycan base

In keeping with the futuristic theme, there are two more screens in the center console area for infotainment and climate controls. An optional fourth screen is available for the front passenger to enjoy digital display fun.

The rest of the dash is clean, with soft-touch materials on the upper and lower part of the elongated dash, and also flows along the full center console leading to the center console. Porsche engineers have done a good job with the location of the steering wheel, the pedals and the seating position, using the same angles and distances used for the 911 sports car. It’s a sporty seating position, low but comfortable.

“Electric” propulsion

Driving around town in the Taycan is quite an airy experience. The base Taycan doesn’t have the tons of power you’d assume car tire burn, in fact in the ‘normal’ setting acceleration is smooth and power delivery isn’t too torque-heavy.

Most EVs default to an aggressive regenerative braking setup in the car’s normal mode, which means the minute you let off the throttle, regenerative braking kicks in to harvest energy and bring it to a halt. the car. Not the Taycan. Porsche’s default is to let the car drive like a gas-powered car, but you can activate regenerative braking if you wish. While disabling regenerative braking hurts efficiency and range, it’s better for performance and familiarity for a traditional driving experience.

The Taycan chassis and suspension setup is pure Porsche, a rock-solid structure that won’t creak or fatigue under aggressive driving, and the adaptive suspension can be as soft or as stiff as you want it to be. . I find the normal suspension setting to be comfortable and perfectly suited for sporty driving.

In the Sport+ setting, the power comes on quickly and the Taycan starts, but that didn’t blow my mind. It’s pretty quick, but the base Taycan is quite a heavy car, especially with the larger performance battery (about 4,750 lbs). I actually wanted more acceleration and power from this car, especially considering the world-class chassis that can handle the extra punch.

Most electric cars these days are pretty quick given the instant torque offered by electric drivetrains, and in that respect the base Taycan didn’t give me the level of performance that Porsche is known for. Maybe that’s the tradeoff with the base, sub-$100,000 version – you get the famed Porsche handling and chassis, but if you want to get into the nuclear power and performance range, be prepared to configure the Taycan 4S and Turbo variants. Also be prepared to spend a lot of money.

That being said, the base Taycan is a great package all around, and if you can peg one under $100,000 with the options I’ve highlighted, and if you include that $7,500 federal tax credit $ plus any state subsidies you may receive, then it’s a fair, but not cheap, price to pay for this performance.


Pras Subramanian is senior automotive reporter for Yahoo Finance. You can follow him on Twitter and on instagram.

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