By on October 14, 2019

While Porsche’s Taycan has been praised as unquestionably worthy of the Porsche name, it’s also subject to the brand’s (ahem) aggressive pricing structure. Gone are the days when you can purchase a basement-level Porsche 944 for the modern equivalent of $20,000. The cheapest model currently occupying the automaker’s portfolio is the 718, which sets you back 57 grand before you’ve added a single option.

When the Taycan debuted as Porsche’s first purely electric vehicle a number of weeks back, the model’s $150,900 (before destination) MSRP was expected. Porsche rolled out the higher-end “Turbo” trims first, with promises of more budget-minded models to follow. That car arrived today, and it costs $105,150.

Despite being $50k cheaper than the Turbo and $85k less dear than the Turbo S, Porsche’s Taycan 4S is far from an affordable electric. However, the company may have lowered the bar enough to open the vehicle up to more buyers — which is probably fine, considering the company is unlikely to have the ability to manufacturer BEVs in significant quantities right now. Few companies can.

Sacrifices have been made. The 4S lacks the oomph of the Turbo models, delivering 429 horsepower from twin electric drive motors positioned front and rear. While 522 hp can be had briefly with help from the vehicle’s launch control system, it’s a far cry from the Turbo S and its 616 hp … or 751 hp with launch control engaged.

Battery size is also limited to 79.2 kWh, though customers can select the “performance battery plus” version of the 4S ($110,380) with a 93.4-kWh, double-deck battery pack and 563 hp (with launch control). That model also boasts a maximum range of 287 miles on the WLTP cycle — the best the Taycan can currently muster. Both models hit 100 kph (62 mph) in 4.0 seconds, with Porsche specifying that both are to be electronically limited to 155 mph. While quite a bit slower than the Taycan Turbo S, which takes just 2.6 seconds to reach highway speeds, that’s still quick by modern standards.

The new pricing makes the model a more direct competitor to Tesla’s Model S, which still offers superior range at lower prices and similarly enviable (if not superior) acceleration figures. Though that’s hardly a dig at Porsche. Tesla has been at this EV stuff for much longer, and the Germans have said they wanted to spend a considerable amount of time perfecting the vehicle’s handling.

While largely similar to premium examples of the Porsche Taycan, 4S models receive smaller wheels/tires and their own front fascia. The rest is pretty much identical, minus battery size and output. All versions of the Taycan are all-wheel drive with permanent synchronous magnet motors driving each axle. The rear also uses the same two-speed transmission and 600-amp inverter with a 300-amp, pulse-controlled unit in the front.

Automated emergency braking, forward-collision warnings, and lane-keeping should all remain standard with Porsche hiding its more advanced driving aids (like adaptive cruise control) behind paywalls. Air suspension, keyless entry, eight-way power seats, and LED headlamps should also remain complementary — as will Apple CarPlay. But Porsche still does not support Android Auto.

Taycan vehicles are eligible for the $7,500 EV tax credit in the United States (plus any local incentives) and Porsche intends on offering free, 30-minute stints at Volkswagen Group’s Electrify America fast chargers for the first three years of ownership. The automaker said to expect 4S models to begin arriving at U.S. dealerships in the spring of 2020.

[Images: Porsche]

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13 Comments on “Debatably Affordable Porsche Taycan 4S Launches Next Spring...”

  • avatar
    SCE to AUX

    Anything Tesla builds – from $45-130k – is for rich snobs, but Porsche’s $100k Taycan 4S is ‘debatably affordable’?

    Do you hear yourselves?

    • 0 avatar

      The line that made me laugh was “and similarly enviable (if not superior) acceleration figures.” For the same money Model S is 1.4 seconds faster 0-60 than the 4S. They can’t bring themselves to say just “superior acceleration figures” or even mention the Tesla’s 2.4 second 0-60 time.

      This version is half a second 0-60 slower than a Model 3 Performance. No mention of that in the article. If you add in aftermarket carbon ceramics to the 3, it’ll probably be faster on the track too.

      I really wanted a Taycan, but I just can’t justify it. Especially with battery improvements due next year on the Tesla.

    • 0 avatar
      Matt Posky

      de·bat·a·ble (dĭ-bā′tə-bəl)
      1. Being such that formal argument or discussion is possible.
      2. Open to dispute; questionable.
      3. In dispute, as land or territory claimed by more than one country

      The affordability (or lack thereof) was in reference to the Taycan Turbo models. But we go on to address the Model S (the Model 3 isn’t comparable), mentioning that it offers superior range at lower prices and similar or better acceleration.

    • 0 avatar

      For SF Bay area it is not much money.

  • avatar

    Why the he!! does anyone care about the acceleration difference between 2.5 s 0-60 and 4 s 0-60? It’s literally unusable on 99.9% of public roads and these are not track cars. All it is is a d!ck-waving contest.

    • 0 avatar

      At the $100k+ price point, it’s already a dick waiving contest before any mention of performance. That’s what all these cars are about.

      Not comparing or discussing the merits of Tesla specifically here, but i seem to recall Porsche saying they’d have something like 15 minute charging to full capacity and am entry price at ~$80k. I don’t see mention of charging, but equating $100k as close enough to $80k seems to be right from Tesla’s playbook (is another, cheaper-yet Taycan coming?). I guess the “Tesla killer” is a bit more challenging to make? I do suspect the Porsche to have better reliability and a better interior, though.

      Edit: so it appears it was closer to $85k. Slightly better, i guess?

    • 0 avatar
      Tele Vision

      I use full acceleration at least thrice weekly, and my commute is four miles of highway and four miles of deserted blacktop. I think you meant that the top speed is ‘…literally (sic) unusable on 99.0% of public roads…’

      • 0 avatar

        We live in different worlds. I spend most of my time driving on streets with either 20 or 25 mph speed limits and a high volume of car, bicycle, and pedestrian traffic.

    • 0 avatar

      dal20402: I’ll bite.

      It isn’t so that I can line my car up next to other cars and drive as fast as I can in a straight line until I hit 60 mph.

      It’s acceleration *under all circumstances.* And if you’re into powerful cars (or bikes), then you’ll get that when you can outpull somebody from a stop, or even when you’re moving, it makes traffic seem like its standing still. It gives you a greater ability to place your car on whichever part of the road you want.

      It’s all part of a driving experience some people want. It’s certainly different than the experience I get when I’m hauling my kids around in my Odyssey.

    • 0 avatar

      Because most people buy their vehicles with their dicks! Or everyone would be driving Yaris, Corolla, Elantra, Prius, and Sienna.

  • avatar

    Where I can put deposit for that retromobile?

  • avatar

    I am told that the drift velocity of electrons in an electrical circuit is on the order of millimeters per second – one mm/sec equating to 0.002 MPH (or approximately 11 feet per hour).

    My question: Are the electrons any faster in Taycan “Turbo” models?

    (Because the pistons in my car move *way* faster… why just the other day I achieved a piston speed of 38 MPH!)

  • avatar

    “Gone are the days when you can purchase a basement-level Porsche 944 for the modern equivalent of $20,000.”

    The 944 launched for $18,600 in 1983, IIRC. There was instantly a waiting list and some world class gouging involved. That’s about $47,600 in today’s money. The 914 launched for $3,600 in 1970. That’s about $24,000 today for a car that was sold as a VW in the rest of the world and would make a new Boxster look like an Acura in terms of standard equipment.

    Speaking of twenty grand, that’s about what the price for the Taycan went up between the preproduction hype a few months ago and its arrival on the market.

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