As Porsche's very first all-electric model, the Taycan represents a whole new breed of sports car that preserves the brand’s ethos

When shopping Porsche’s current six-vehicle lineup – and growing with an upcoming 3-row electric SUV - it’s easy to forget that just 25 years ago the German brand only had one model to offer: the famed 911. And, if you ask Porsche’s stodgy loyalists it should have hit the brakes right then and there.

But to its credit, it didn’t. Despite cries of heresy, the Cayenne SUV was introduced for the 2003 model year and now the time has come for the iconic sportscar maker to go electric with the Taycan compact sedan– a blue-blood Porsche worthy of Stuttgart’s coat of arms.

If you’ve ever driven an EV, then you know they’re all essentially sports cars in training; low center of gravity and rocket-like thrust are foundational elements inherent to electric car construction. So, for Porsche the challenge with the Taycan isn’t to make it sporty, it’s to make it drive like a Porsche. Characteristics such as surgically-precise steering, race car-worthy brake modulation, and a highly elastic powertrain consecrate Porsche models as some of the most desirable in the world. As for speed?

That’s just de rigueur for this automotive set. But with this specific Taycan, it’s the rate at which the battery charges that’s most impressive, not as much its actual acceleration. With a launch-controlled 0-to-60 mph time of 5.1-seconds, the Taycan’s certainly no slug but fast charging from 5 - 80 percent in about 22 minutes. Now that’s some serious velocity and its high-octane 800-volt battery architecture deserves the hat tip.

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Straight out of the 911, the steering wheel has a perfectly sized thin rim encased in suede; the conduit to super quick directional change with a tremendous amount of road feel. Combined with an active suspension and rear axle steering the Taycan is every bit a handling tactician free of any unwanted antics. I’ve been enjoying the drive sans manufactured sounds but there is a futuristically-cool EV soundtrack just a touchscreen selection away for an added visceral component.

And the deft touch of the braking is unequivocally the best of any EV I’ve ever driven. Though Porsche eschews the one-pedal driving commonly found in other EVs deeming it too much of a performance sacrifice, with the recuperation function turned on there is significant braking induced by simply lifting off of the accelerator.

When in Sport and Sport Plus modes, the operation of the unique 2nd gear is palpable. At times, it isn’t the smoothest transition of power but despite this being the slowest Taycan in the 10-trim lineup this 2-speed transmission adds a performance twist by multiplying torque in such a way that doesn’t throttle the driver’s repeated demands of maximum acceleration.

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Riding on air springs that automatically adapt to the road surface, the ride quality is unmistakably Porsche: imbued with feeling but never harsh. This $2,200 option includes a programmable Smart Lift function that remembers when to lift the body to avoid bottoming out because there’s scant ground clearance.

With the weight savings of a single motor and the benefit of torque vectoring, the Taycan hunkers down and tames curvy roads with a surefooted skillfulness that reminds me of the company’s acclaimed 2-seaters; it’s adhered to the road. And I’m surprised by how much the Taycan can be heard from outside the car - far beyond the ethereal pedestrian safety sounds typical to EVs. It’s actually a bit racy.

My tester is the least expensive Taycan: a single motor, rear-wheel drive model with a base price of $88,150 including destination. But no one escapes the Porsche dealership without spending a little more and this one is equipped with 2 pages of optional equipment, the priciest and most important being the 93.4 kWh Performance Battery Plus.

For nearly $6,000 it increases driving range by 25 miles and pushes horsepower from 402 to 469 and peak torque from 254 pound-feet to 263. That being said, it’s no faster from 0-to-60 mph and it takes a little longer to charge when plugged into a level 2 outlet.

With free, over-the-air updates Porsche continues to remotely increase the Taycan’s driving range through software tweaks and I’ve seen up to 265 miles on the battery monitor following a fill-up. It’s also plug-and-charge compatible so as soon as the Taycan is plugged-in charging begins without any further hassle. Porsche includes 3 years of 30-minute fast charging sessions at Electrify America stations but according to a company spokesman, most owners have a 240-volt charger installed at home for convenient, overnight battery replenishment.

Interestingly, the Taycan has dual charge ports: one on the driver’s side for DC charging and one on the passenger side for AC charging. Other distinguishing Taycan traits include massive regen braking capability harvesting otherwise lost energy for reuse, not a one but a two-speed transmission green-lighting repeatable high-performance driving without overtaxing the battery, and slithery aerodynamics that best every other Porsche.

Even after two years on the market, this Cherry Metallic example turns a lot of heads. It’s a beautiful machine; a styling mashup between a 911 and a Panamera. And, these optional 20” Turbo Aero Wheels fitted with staggered width, max-performance, and EV-tuned summer-use tires offer a strong hint at the Taycan’s sporting intentions.

When viewed through the lens of the pure performance buyer drawn to a base Taycan, this unadorned cabin can be reasoned to some degree. And though there are plenty of convenience and safety features built in it simply doesn’t resonate with the charisma or richness expected in a 4-door of this ilk. It’s too down-market at this price point.

Including over $30,000 in optional equipment, the as-tested MSRP is $120,900 so there’s no excuse for a less than elevated cabin experience. For example, this grippy, not to mention pricey, Race-Tex interior does a fine job of holding passengers in place but looks like it’s right out of a Nissan. Spanning the dash, owners can opt for a second touchscreen for use by the copilot but without it, there’s just a sea of unimaginative black.

In Porsche fashion, the start button classically resides on the left but, the vertical shifter and the far right and left instrument pods are completely or partially obscured by the steering wheel. On the plus side, the Taycan doesn’t require the driver to start the car as long as the key fob is recognized; it’s already on and ready to drive.

The new infotainment system mimics a smartphone screen and requires only a small learning curve but doesn’t put enough EV-specific features front and center; a visual driving range with a map overlay would be nice. And the stock stereo sounds embarrassingly bad. There’s a secondary screen below the main unit used for climate controls, opening the two trunks, and monitoring charging progress. There’s also a new Porsche app to remotely control such things. A wireless charge pad sits vertically inside the small center console.

Low-slung and compact-sized, the Taycan may share some styling cues with the 5-door Panamera but it’s actually much smaller inside. The two rear seats are positioned with deep bottoms and sculpted to hold their occupants while three-across seating is an option. Included are two USB ports but no heated seats nor electronic climate controls.

Space is adult-adequate though and surprisingly comfortable even without a panoramic roof. As for the main trunk, its 12 cubic feet of cargo volume is about the same as what you'd find on a Chevy Spark. There’s some additional small but deep storage in the front trunk.

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This base model is the only available two-wheel drive Taycan which likely speaks to ardent Porsche enthusiasts who needn’t the pinnacle of speed when their 911 is awaiting back in the garage. For me, I might need at least a Taycan 4S and its sub-four-second acceleration to really get me excited. But I genuinely like what Porsche has created here minus the common-folk cabin.

Since 1998, Steve has been evaluating every new vehicle that comes to market – from Mitsubishi to McLaren. As the station’s Automotive Editor, Drive Time with Steve Hammes began as a weekly newscast segment at WRGB-TV (CBS) in Schenectady, New York and quickly blossomed into an internationally syndicated television segment. Steve has professionally produced new car reviews and broadcast-quality automotive video have been featured on Yahoo! Autos, AOL Autos, Speed, WheelsTV, Automotive Broadcasting Network, Cox Media Group, Test Drive Now, and his 2 YouTube channels which have over 100,000 subscribers and over 70 million views. Steve is a longtime member of the International Motor Press Association, a huge New York Yankees fan, and leases a Hyundai Kona Electric.