The Taycan (née Mission E ) uses an industry-first 800-volt battery, which allows for smaller cabling than the standard 400-volt system, making the car lighter. That also enables extra fast charging: The 93.4-kWh battery (roughly what you get on a top-end Tesla) can be filled to 80 percent is just 22.5 minutes, using one of the high-speed chargers Porsche is installing at dealerships around the country . The company estimates the range at 279 miles for the Turbo and 256 for the Turbo S, though the EPA hasn’t determined the official numbers.
For the reveal, Porsche held events in three places that each represent a different form of renewable energy production: Berlin for solar power, China’s Pingtan Island for wind, and Niagara Falls, Canada, for hydroelectric. But the automaker’s fiercest fans are probably less concerned with what makes the Taycan’s power, and more curious about what makes it a legit Porsche.For performance enthusiasts, that comes down to handling and responsiveness. Chassis engineer Ingo Albers points to the new all-wheel-drive system, which scraps a central system in favor of putting control within each of the dual motors. That saves milliseconds of delay as the wheels communicate with the controller and the controller sends instructions back. “It's faster, it's smoother, and the performance is better,” Albers says. “The traction control is up to 10 times faster than on a normal Porsche.”
The Taycan will feel more nimble and agile than Porsche’s other sports sedan, the Panamera, Albers says. Better balanced, too, since its weight is concentrated in its middle. But it will please those with drifting in mind. The new control system distributes torque to the front and rear axles in such a way to make the rear-biased system easier to control with deft working of the throttle. “The torque is there, and it can be distributed within milliseconds,” Albers says.
It’s the infrastructure that will let GM compete in an industry increasingly ruled by software—and give its customers all the high-tech goodies they’ve come to expect, from high-res screens to booty-shaking safety features .Alex Davies covers autonomous vehicles and other transportation machines for WIRED.“It’s the brain and nervous system of the vehicle,” says Al Adams, GM’s director of electrical components and subsystems, who led its development.