The New Taycan Is Better Across the Board

Our family owns the previous-generation Taycan 4S Cross Turismo. I recently had the chance to drive the updated Taycan, so I’m going to take a closer look at what’s changed.

The new Taycan delivers improvements in almost every area. It has more powerful motors, greater range, quicker acceleration, and faster charging. Stability and hardware have also been upgraded.

The exterior color is Oak Green Metallic Neo

Acceleration is dramatically better across the entire lineup. Models from the 4S up also get a new Push-to-Pass feature with the Sport Chrono Package. Press the button to access up to 70 kW of extra power for 10 seconds. And, remarkably, range has increased by more than 35%.

The car I drove showed more than 410 km of range with the battery at around 80%. Our Taycan 4S has larger 21-inch wheels, which put it at a disadvantage, but it gets just under 400 km on a full charge. That makes the new car a major step forward. The reason is clear: the new Performance Battery Plus has grown from 93 kWh to 105 kWh, and efficiency has improved, too.

20-inch Offroad Design wheels

The suspension has been revised as well. The steel-spring suspension with PASM, previously standard on the base model, has been replaced: adaptive air suspension is now standard on every model. Porsche Active Ride suspension is also available as an option.

Porsche says the system keeps the body level under braking, through corners, and during acceleration, while absorbing bumps almost completely. It was a shame the test car wasn’t equipped with it, because it’s one of the options I’d consider if I were buying a new Taycan. It costs around ¥1.2 million and also adds practical touches, such as raising the car almost instantly when you get in.

What’s Changed Inside and Out

From the side and rear, the exterior looks much like the previous generation.

Even as a Taycan owner, I can barely spot the differences. The front end is where things have changed: on models below the Turbo, the headlights are separated from the vertical slits in the bumper. The result is a smoother, cleaner look that brings Tesla to mind a little.

On the new model, the headlights are separated from the vertical air-intake slits

Turbo models and above retain the connected headlight-and-slit design, giving them a front end that looks more like the previous generation. If you prefer a more aggressive-looking front end, the Turbo or a higher trim is the way to go.

The interior design is largely unchanged; the Sport Chrono Package clock is about the only detail that looks slightly different. The hardware is the same, but some instrument graphics have been updated. For example, a battery icon now appears on the left-hand display, making it easier to check the charge level and estimated range.

There’s also a new feature that lets you customize and save your own settings for Sport and Sport Plus modes. I found that a useful addition.

How the New Taycan Drives: Power and Performance

I drove the Taycan 4 Cross Turismo, the base model without the S designation. Even so, it has noticeably more low-speed torque than the previous-generation base model.

Response off the line is excellent, and the power feels almost on a par with our 4S.

It feels strong at low speeds around town and is very easy to drive. The suspension is exceptionally smooth. The test car’s 20-inch wheels surely helped, but light-footed and refined are the words that best describe its ride. It still feels composed and substantial, yet comfortable—a very Porsche-like balance.

At higher speeds, the difference from the previous generation is less obvious. At low speeds, though, the improvement in refinement is clear.

As mentioned, the new base model has a noticeable power advantage over its predecessor. It’s plenty quick. It doesn’t deliver the unmistakable punch of the 4S, but by any ordinary standard, it’s a fast car. The 4S is naturally stronger when accelerating at highway speeds, but the base model never feels slow, and overtaking is effortless. That’s one of the most significant changes in the new Taycan—and reason enough to consider one.

The Taycan Is a Porsche I’d Recommend Without Hesitation

I genuinely think the Taycan is a fantastic car. I’m not just saying that to be polite. It’s hard to understand why it doesn’t sell more.

If you have a power outlet in your garage—or can have one installed—and you’re not shopping for a 911, Boxster, or Cayman, I’d choose a Taycan over the other options.

I recommend it without hesitation.

A standard 200-volt outlet can be installed for just a few tens of thousands of yen. And if you already drive a 911, Cayman, or Boxster, while your family or your wife drives a Panamera or Cayenne, I’d absolutely consider a Taycan next. I suspect that the less interested your wife is in cars, the more she may love the Taycan. My wife, for one, says, “I can’t go back to the Panamera. I can’t imagine driving anything but the Taycan.”

Most people don’t drive 400–500 km every day. For many households, a typical day behind the wheel means a quick shopping trip or school drop-off—perhaps 10 or 20 km. In that case, just plug in when you get home, and the battery can replenish the energy used that day within a few hours. You can drive every day without worrying about finding time to refuel. It’s just like charging your phone.

As an electric car, the Taycan doesn’t need its engine warmed up, so short trips aren’t a concern. You can also keep the climate control running comfortably while waiting for the kids. With no exhaust fumes, the cabin stays pleasant—another benefit of electric motoring.

The Cross Turismo’s planted rear end is part of its appeal—like a 911 Carrera 4S.

When it comes to driving, the Taycan’s steering is incredibly precise—almost as if you could thread a needle with it.

That’s a Porsche specialty. The steering doesn’t rely on an artificial sense of quickness; instead, the car goes exactly where you point it, which makes it less tiring to drive. Despite its considerable size, the Taycan responds eagerly to the throttle. And unlike a combustion-engine car, it doesn’t need to shift gears at low speeds, so you can enjoy its 435 horsepower seamlessly, whether you’re stopped at a traffic light or crawling in traffic. Even the finest V8 can’t match an electric motor’s torque and smoothness.

There’s no need to wait for the revs to climb before the power arrives—you get it instantly. These are 435 horsepower you can enjoy and use every day. That’s what makes it fun.

The brakes are strong, and the car is quiet, stable, agile, precise, and stress-free.

I can say without reservation that the Taycan is a superb car. It’s not the kind of car you’ll buy and then complain that its performance falls short, so I hope you’ll feel confident considering one.

The Taycan deserves more recognition. Porsche should be confident enough to say, “We’ll only sell it to people who’ve bought a 911.” That’s how good the Taycan is.