The ‘J1’ model platform that Porsche developed for both the Taycan and its group relation, the Audi E-tron GT, uses a mix of aluminium and steel in its construction.
It shares axles and other mechanical systems with the Volkswagen Group’s MSB platform (which underpins the Porsche Panamera and Bentley Continental GT), but it can still be considered a purpose-built EV model architecture; and, not least thanks to the clever design of its battery pack (with its enigmatically titled, body-profile-lowering ‘foot garages’), it lends the Taycan some key dynamic advantages, as well as plenty of versatility in its configuration.
Pick a saloon bodystyle and you can have this car as a Taycan 4S (523bhp), GTS (590bhp), Turbo (671bhp) or Turbo S (751bhp) if this regular Taycan isn’t powerful enough for you. Pick a Cross Turismo wagon body instead and there’s also a 469bhp, twin-motor Taycan 4 version, just to confuse things. The entry-level, single-motor version of the car gets 402bhp as standard, or 469bhp (still with just the one motor) if you option up the Performance Plus battery, which our test car had.
The Taycan Turbo S we tested in 2020 weighed 2355kg on the scales; our latest Taycan test car came in considerably lighter, at 2185kg as tested. And part of the difference can be accounted for by the latter’s simpler electric powertrain.