The Taycan Sport Saloon's heart is electric: its soul though, is very much that of a Porsche. Jonathan Crouch drives the improved version.

Background

Fully electric performance cars are all much the same right? They all give you a great big heavy battery, a couple of electric motors and enough pulling power to tear up the tarmac. Oh yes and they all feel terrible the first time you throw one into a corner. In 2020 though, Porsche came up with something better: the Taycan. Launched in Sport Saloon form, the range was then expanded with Sport Turismo and Cross Turismo body styles; and all handled like no large luxury sports EV ever previously had. As a result, over 150,000 Taycans had been sold by the time the current extensively revised model range was introduced in early 2024. This improved car doesn't look much different - and sits on the same J1 800v platform as before - but under the skin gets substantial changes in terms of drivetrain and charge capability: big enough, the brand hopes, to last the car until well into this decade. So big in fact that Porsche refers to this updated model as the 'J1.2'. As a result, though this revitalised Taycan continues to share much with its development cousin, Audi's e-tron GT, it's still the car to beat in its segment.

Driving Experience

There aren't many cars that can keep up with a Taycan, whatever drivetrain they might use. Quite a lot was new with this revised version, though Porsche has decided not to adopt the kind of tri-motor drive system you'd find in, say, a Maserati GranTurismo Folgore. Instead, Zuffenhausen has redesigned this Taycan's rear electric motor, which is 10.4kg lighter than before, but up to 108PS more powerful, depending on the variant you're looking at. As for EV range, well that's up substantially. With the base rear-driven version we tried, it can be up to 421 miles, an increase of up to 109 miles on the original model. Helping here is an increase in battery size, Porsche having now standardised its largest 105kWh 'Performance Battery Plus' pack on this car (and discontinued the previous 89kWh base battery pack). Total power output is considerably higher across the range than it was with the original Taycan model. When fitted with the Sport Chrono Pack that most customers want and with launch control engaged, the base single-motor rear-driven Taycan now offers up to 435PS (26PS more than before). Which means that 62mph with launch control is dispatched in just 4.5s en route to 143mph. And that's at the bottom of the range. The power output for the mid-range dual-motor Taycan 4S is 598PS (68PS from before). As for the pricier variants, the mid-level GTS version has 700PS, the strangely-named 'Turbo' variant offers 884PS (203PS more than the original model) and the fiery Turbo S develops an impressive 952PS (188PS more than before). At the top of the Sports Saloon part of the range sits a Turbo GT version with a frankly ludicrous turn of speed - 1034PS with launch control engaged; yes really. 0-62mph takes just 2.2s en route to 180mph. Back in the real world on a mainstream model like the base rear-driven version we tried, a push-to-pass feature on the now-standard mode switch gives a quick burst of acceleration should you need it. What else? Well as before, there are four drive modes - 'Range', 'Normal', 'Sport' and 'Sport Plus'; and three chassis settings - 'Normal', 'Sport' and 'Sport Plus'. Air suspension is now mandatory (the old coil-spring set-up's no longer offered) and the twin-chamber air springs are matched to the new dual-valve dampers recently introduced in the Panamera. This more greatly varies the car's behaviour between its 'Comfort' and 'Sport' modes and allows for variable ride heights at high speeds. There are three ride height settings - 'Lift', 'Normal', 'Lowered' and 'Low'. Now optional is a clever new 'Porsche Active Ride' system which enables individual control of each damper via a small electrically-driven compressor. Roll and pitch through the bends can then be countered, without the need for the physical anti-roll bars used in the previously-available PDCC anti-roll system. As before, the most difficult task the engineers had here was in disguising what as usual on an EV is a prodigious kerb weight - in this case around 2.3-tonnes. Plenty's been thrown at that problem as part of this update, but the weight savings (which we'll detail for you in our 'Costs' section) aren't substantial. You'll feel that through the bends - but not as much as you might expect to; this car still sets the handling benchmark amongst luxury sporting EVs. And if you tick a few well chosen dynamic options boxes, it's even better. Turbo and Turbo S models get Porsche's Torque Vectoring Plus rear differential, which is optional elsewhere in the range and through turns is able to over-speed the outer rear wheel to help the Taycan's cornering balance. Rear-wheel steering is optional across the line-up (and standard on the Turbo S and Turbo GT). All of this tech is co-ordinated by a clever Porsche 4D Chassis Control set-up. Now optional (as an alternative to the Taycan's usual two-speed transmission) is 'E-Shift', a simulated eight-speed dual-clutch transmission (standard on the GT). It feels like a real gearbox, gives you more drive control and is definately an extra we'd want.

Design and Build

As before, there are three Taycan body styles - the Sport Saloon we look at here, plus the Sport Turismo (a kind of Shooting Brake estate) and the Cross Turismo crossover. As for the visual update changes, well they're subtle. Porsche has redesigned the bumpers across the range, with a bespoke look for the Turbo variants (which also get new 'Turbonite' exterior detailing). And the aero-optimised wheels have been redesigned, with sizes between 19 and 21-inches. Smart Matrix LED headlights feature, with HD matrix units available as an option. There are far fewer changes inside, apart from a few colour and trim options and updates to the interfaces for the curved 16.8-inch driver's display, the main 10.9-inch centre touchscreen and the optional front passenger monitor. Otherwise, things are much as before, which means a dashboard apparently influenced by the original 911 design from 1963 in the respect that there are very few buttons and the instrument cluster is wider than the steering wheel. And rear seat space? Well in size, the Taycan Sport Saloon we look at here sits between a 911 and a Panamera and rear compartment room reflects that: two adults will be quite comfortable and they'll get a further screen (5.9-inches) if you've specified 4-zone climate control. Special recesses in the under-floor battery allow for so-called 'foot garages' which improve legroom while keeping the seating position low. In terms of boot space, there's nothing like as much as you'd get in, say, a Tesla Model S: there's a 366-litre boot (about the same as you'd get in a VW Golf), plus a further 'frunk' nose compartment offering a further 81-litres.

Market and Model

As we told you in our 'Design' section, there are three Taycan body styles; the Sport Saloon, or the more striking Sport Turismo and Cross Turismo body shapes. For the Taycan Sport Saloon, prices at the time of this Review in Summer 2026 were starting from £88,400 for the base rear-driven version. At the time of this Review, Porsche wanted £96,400 for the mid-range dual-motor Taycan 4S, a cool £118,200 for the Taycan GTS and £135,200 for the Taycan Turbo. The Turbo S is next, which at the time of this review cost £162,200. We can't really see why you'd choose the Sport Saloon body shape; you only need fractionally more for the alternative and more striking Sport Turismo and Cross Turismo body styles (though we should point out that the Cross Turismo isn't available in base rear-driven form, so prices for that start quite a lot higher - from nearly £97,000). Stick with the Sport Saloon and at the top of the range you get the further option of a fearsomely fast Taycan Turbo GT variant, which at the time of this Review cost £189,200 in standard or 'Weissach Package' forms. As you'd expect, it's possible to spend a further fortune on the options list - which you'll need to do if you want all of the available handling systems. As you'd expect, there's also a whole portfolio of available camera and radar-driven safety and autonomous driving tech. Most Taycan owners will want Adaptive Cruise Control, which works particularly well as part of the Porsche InnoDrive system. This can look ahead for up to two miles as you drive using radar and sensor feedback plus predictive GPS data before then modifying speed and gearshift strategy to better suit the speed limits, topographic road features and traffic flow you're likely to encounter. 'Active Lane Keeping', 'Traffic jam Assist', 'Lane Change Assist' and 'Night Vision Assist' features are also available.

Cost of Ownership

As we told you in our 'Driving' section, the EV range of this updated Taycan has increased substantially - by around 35%. The now-standard large 'Performance Battery Plus' pack was increased in size as part of this generation update from 93 to 105kWh,. But it still manages to be 9kg lighter than the biggest pack in the original Taycan, with the unit arranged in 396 pouch cells, which sit in a redesigned housing with composite glassfibre materials for its underbody guard. Thanks to this 105kWh pack, the rear-driven Taycan can go up to 421 miles, while the Taycan 4S can go up to 399 miles. The Taycan GTS can take you up to 427 miles, the Turbo and Turbo S versions go 391 miles and the Turbo GT manages up to 344 miles. To preserve charge, as a further part of this update Porsche has made weight savings of up to 15kgs. And the maximum recuperation capacity during deceleration from high speeds has increased by more than 30 per cent from 290kW to up to 400kW. As before, unlike many of its rivals (but as with the similarly-engineered Audi e-tron GT), the Taycan has an 800volt electrical infrastructure (rather than the usual EV 400v set-up). This model's big battery pack can charge at up to 320kW (50kW more than before) and Porsche says that this pack will charge from 10-80% in just 18 minutes (4 minutes quicker than the equivalent smaller-capacity battery could do before). It's 33 minutes hooked up to a more usual 150kW public DC supply. Home wallbox charging should be quick too, thanks to a new controller and software for the 11kW AC in-built charger. With an 11kW supply, the battery needs 11 hours to charge from empty to full.

Summary

If, like us, you'd begun to imagine that the golden age of the motor car was well behind us, there's cause for hope here. And even for an argument that a really well engineered EV can restore to enthusiasts some of the driving involvement and excitement that's been lost in recent decades as powerful petrol engines have become sanitised by turbochargers, particulate filters and camera-driven technology. Ultimately, those petrol engines have to go, but what replaces them doesn't necessarily have to be an automotive domestic appliance. The original Taycan proved that. And proves it again in this usefully upgraded form. This car is priced to be vanishingly rare but its technology will in future surely be shared with more accessible EVs in Porsche's Volkswagen Group parent company. And from there, other competing volume brands will have to copy it. So the Taycan might really prove to be a turning point in EV development. The place from which automotive engineers regained emotive control in motor car development. There's a place in the market for electric cars produced merely to go from one location to another. But a desire for more than that will also exist amongst those who come in search of something extra. And if you'd despaired of an EV, any EV, ever properly providing that, then you need to try this car.