Porsche Taycan Turbo S vs Tesla Model S Performance

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Porsche vs Tesla

We didn’t decide to dangle the opposition right in front of Tesla. The plan was merely to line up a Porsche Taycan Turbo S vs Tesla Model S Performance. Tesla vehicle‘s first true challenger—to see if there’s a new EV front-runner. But if you want to experience the most powerful Supercharger in the greater Los Angeles. Area, you’re going to find yourself at SpaceX’s Hawthorne headquarters, which is also home to Tesla’s design studio.


As we set up the Model S for a maximum charging meeting, Tesla representatives mobbed the Taycan. Sizing it up on a granular level, they were visibly impressed by the build quality on the preproduction Porsche and genuinely excited about a new EV contender. Their level of open-mindedness—far exceeding what we’ve come to expect from Tesla owners and fanatics—is no doubt one of Tesla’s strengths.

Other Details about Porsche vs Tesla

It’s easy to forget just how open-minded they were when creating the Model S, which launched in 2012. At the time, the prevailing approach to electric vehicles involved automakers taking one of their smallest and cheapest cars. And stuffing it with a battery good for maybe 100 miles of range. With rare exceptions. This bare-minimum effort to meet regulatory mandates for zero-emission vehicles resembled a toddler pouting when faced with new rules. Those obstinate automakers were right about one thing. Though: The winning formula was not an expensive economy car with pathetic range. And a giant battery taking up much of the cargo space.

What the world wanted to be the approach Tesla took, exemplified by the Model S, its first car built completely in-house. An enormous, appealing, and costly extravagance vehicle with a monstrous battery pack empowering a 265-mile EPA to extend. At the time, that alone was enough to be outrageous.

In any case, Tesla went considerably further, reexamining subtleties enormous and little. For example, the Model S has no ignition switch; employs an automatic secondary latch for the front trunk, eliminating the usual fumbling for the release; uses motorized door handles that reach out to welcome the driver and highlights a mammoth 17.0-inch focus touchscreen. Shortly after Tesla’s launch. General Motors reportedly compiled a lengthy dossier outlining the litany of its internal requirements that the Model S violated.

Tesla’s Ability and Strength

Tesla’s ability to update the entirety of its software via wireless downloads. It is something other automakers are still enviously racing to match. As is its Autopilot suite of driver-assist features, which came out a few years later. Part of Tesla’s mystique has become continual change, and the Model S has seen plenty. Its battery pack has grown by 15 percent, and its range, even more. To an EPA-rated 373 miles on today’s Long Range model. The sprint to 60 mph has been lopped nearly in half. And rear-facing third-row seats have come and gone, as have various models with smaller battery packs.


Be that as it may, an EV can’t be decided on run alone. Thus, we took a Taycan Turbo S to meet its motivation. The most recent Model S Performance, complete with Tesla’s Raven refreshes. (i.e, new suspension equipment and an updated front motor) that rolled out in 2019.


In this thorough workup of the pointy end of the EV market. We pitted the two cars against each other in head-to-head tests of performance, real-world highway range, and fast-charging speed. Then honed our impressions in California’s Angeles National Forest.


Porsche Taycan Turbo S

Getting in and out of the Taycan’s low-mounted front seats. And round the intrusively thick base of the B-pillars is moderately bothersome. But once you’re in there, the view forward is that the perfect blend of retreating hood and bulging fenders. Because of the aggressive roofline, the rearward view is, well, slitty, but the outside presence it enables is worthwhile.


Driving it only furthers the Japanese sports-car sensation. It feels impossibly solid, so approachable, and trusty. That you simply end up comfortably flirting with its extremely high limits on the primary on-ramp. Which is extremely Porsche, and extremely high praise for a car that weighs 5246 pounds? A part of the magic is in its great steering, with a decent on-center valley followed by linear effort buildup. What’s more, in spite of our vehicle’s 21-inch wheels, Porsche keeps on intriguing in its relentless responsibility to ride quality.


But these are all typical Porsche car characteristics, and let’s be honest; we fully expected the corporate to nail them. In any case, does it push ahead of the EV best in class?


Both cars are spectacular allies in an exceeding world of merging lanes and general holdup. They will effortlessly vacate the space they occupied only a second before, pouncing on the tiniest of gaps. Enabling—no, encouraging—this megalomania is identical 1.1-second 30-to-50-mph and 1.6-second 50-to-70-mph acceleration times, the quickest we’ve ever measured.

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Other Details about Porsche Taycan Turbo S

In any case, the Porsche Taycan Turbo S dispatch control hits more earnestly than the Model S’s. Smacking us with 1.3 g’s of introductory quickening sufficiently long to blur our noggin. Is that what passing through a time-travel portal feels like? After we retrieved our hand-held radio, sunglasses, and clipboard from the rear seat. We eyeballed the data: 60 mph in 2.4 seconds and therefore the quarter-mile in 10.5 at 130 mph. The latter including a shift from the two-speed transmission that’s on the rear axle. Unlike the Tesla, the Porsche will replicate those numbers over and all over again. Plus, the Taycan’s relative silence and easy enabling launch control. (select Sport Plus mode, hold brake and accelerator, release brake). Mean that it is deployed nearly anywhere. At your neighborhood four-way stop, in an exceedingly parking garage. Without causing hysteria.

And what a vessel it’s. Judged from the driver’s seat alone. Taycan is a better car. It meets the high expectations of this storied brand, proves its real-world range. And moves the EV bar on a pair of fronts. But the value is usually a factor; during this case, an insurmountable one.

Highs: Arresting looks, time-warping acceleration, and the range could be a non-issue.

Lows: Lacking away and back seat space, all-the-cash cost.

Decision: Porsche makes the Porsche of EVs, applies Porsche evaluating.

Tesla Model S Performance

Sure, there are reminders that this car is from Tesla’s youth. Like the Mercedes-sourced window switches, shift lever. And turn-signal and cruise-control stalks. And eight years in, the build quality remains tainted by egregious fit issues. The uneven gap between the hatch. And therefore the rear bodywork, for instance. It Doesn’t look like its improved one bit.

But the Model S still encompasses a lot going for it. The inside continues to impress. Particularly with the white leatherette in our car. And Tesla accurately predicted—or perhaps caused. The shifts in cabin design where infotainment screens would come to define modern cars’ interiors. The Model S’s rear seat feels far larger than the Taycan’s. Sitting three back there versus the Porsche’s two. Taller side glass makes it feel airier inside, too. And its rear enclosure is double that of the Porsche. Even with a bigger battery pack and longer wheelbase. The Model S weighs nearly 250 pounds but the Taycan. Although that’s probably a part of the explanation the Tesla is noisier than the Porsche at 70 mph.

This latest Model S Performance is even more sophisticated and confidence-inspiring than before. Due to the new air springs and adaptive dampers. Ride quality has certainly improved. And there is substantial adjustability between the three suspension modes. There’s not much steering feel, though. And also the turn-in from Tesla’s relatively giant wheel. It is way slower and fewer crisp than the Porsche’s. The Model S is more competent than fun. And also the harder you push, the less impressive it becomes. Stability control intervenes early. There are no thanks for dialing it back. And the foot lever went soft during our repeated stops from 70 and 100 mph. Producing a warning message.

More Details about Tesla Model S Performance

Tesla pipped Porsche in our moving beginning 5-to-60-mph test by a tenth of a second. Yet in each other test, the Model S demonstrated marginally slower. Accelerating to 60 mph in a very monumentally quick 2.5 seconds. It lurked just 0.1 seconds behind the Taycan. But the gap widened to over three seconds by 150 mph. And for all the discussion of the Model S’s fleetness. It’s incredibly fussy to attain its max-acceleration times. However, it must be fully charged. And using the Ludicrous Plus mode requires preheating the battery for 45 minutes. After the initial hero run, Tesla’s times fall off quickly. Slowing to the purpose that we were jotting notes while anticipating the quarter-mile to arrive.

The Model S excels within the city. Where Tesla’s expertly calibrated one-pedal operation introduces fluidity to stop-and-go driving. Porsche made a conscious decision to forgo one-pedal driving. And that we missed it each time we hopped back to the Taycan. Where the strongest coasting regen is barely noticeable. You drive Porsche’s EV as you’d the other automatic Porsche. With two pedals. Unlike those gas models, though. The Taycan’s foot lever is touchy and nonlinear.

Highs: Spacious and airy, still mega quick, one-pedal driving.

Lows: Dull handling, feels its size and weight.

Verdict: Eight years in, the Model S continues to impress.

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