The Taycan is another one of those depreciation-resistant Porsches, just as the Macan was, and so many covetable 911s, Caymans and Boxsters before it.
Over a typical three-year, 36,000-mile ownership cycle, residual value estimators CAP suggest that it’ll retain almost 10% more of its original showroom price, and actually depreciate less, than a range-topping BMW i4 xDrive M50 (which is £13k cheaper at MSRP). That fact, along with the benefit-in-kind tax advantages associated with running an EV, helps explain why the car is doing such good business; because it may be pleasingly good value on monthly finance as well as on your P11D.
Much as it clearly isn’t the most spacious, practical or versatile electric car you might choose to spend £75,000 on, so too – and for similar reasons – is it not the longest-legged either. With the larger of two battery pack options fitted, and tested in consistently chilly ambient conditions, our test car averaged 2.7 miles per kWh over the course of a full test that included performance benchmarking, and hit 3.1mpkWh on our motorway-typical touring economy test. That suggests you should expect to see between 230 and 260 miles of usable range from the car in daily driving and possibly a little more in warmer conditions, although Porsche’s standard-fit air source heat pump mitigates the efficiency penalty that the car suffers in cold weather.
You can spend less on a new EV and get better battery range, clearly, but balance what the Taycan offers in that respect against its performance and its qualities as a driver’s car, and its rapid-charging capacities, and what it offers seems more than acceptable.
That the standard Taycan returned better running efficiency than we saw from the Taycan Turbo S stands to reason, but also plays in the favour of the ‘lesser’ model: the Turbo S only recorded a 70mph touring test range of 223 miles, and in more favourable conditions at that.