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Home » How to switch on/off and activate Adaptive Cruise Control (ACC) on Porsche Taycan

How to switch on/off and activate Adaptive Cruise Control (ACC) on Porsche Taycan

October 18, 2022 3 min read

Adaptive Cruise Control is one of those features you’ll find on most modern vehicles. It can be used as part of the InnoDrive system, and allows you to travel on the highways at a constant speed, except when approaching a slower-moving car ahead. You’ll find ACC on the Porsche Taycan. It might be tough to work out how to use it. This article will walk you through how to switch Adaptive Cruise Control on and off, as well as activating and using it. As usual, ensure you read through your Porsche Taycan owner’s manual before operating the Adaptive Cruise Control.

Table of Contents

What is Adaptive Cruise Control?

Porsche Taycan Adaptive Cruise Control “adapts” to your immediate surroundings. It uses a radar sensor in the front of your car to detect cars in your lane ahead. The system maintains a constant speed until you get too close to one of these vehicles, at which point it’ll slow down to match it. On the Porsche Taycan, Adaptive Cruise Control will operate between 20 and 130 mph (approximately). In the event of a gentle slowdown to a stop ahead, your car will do the same. However, it won’t slam the brakes on. This is a purposeful system limitation to prevent accidents caused by sensor faults. In this case, you’ll hear an audible warning. You must always keep aware of the road conditions and be ready to brake or accelerate at any time. Important: read your Porsche owner’s manual. The Adaptive Cruise Control isn’t a self-driving system – it’s for assistance purposes only. It comes with many system limitations. Not reading the manual in full would lead to severe and potentially fatal driving conditions. For instance:

• Never use ACC in tight turns or bends.
• Don’t obscure any sensors.
• The radar sensor won’t pick up pedestrians, bicycles, motorcycles, horses, oncoming traffic, cars turning into your path or moving lanes, etc.
• Bad weather such as heavy rain, snow, fog, or dust could obscure the radar sensor and make it malfunction.
• And many more things to be aware of.

Porsche Taycan Adaptive Cruise Control modes

ACC in the Taycan comes in three modes:

• Active – the Taycan is controlling your speed and checking for cars ahead. The icon is green with a displayed number.
• Passive – the default state. Adaptive Cruise Control is on and ready but not yet doing anything. The ACC icon is gray and shows no number.
• Temporarily Passive – the system is in Passive mode until you release the accelerator. The icon turns gray but still displays the stored speed.

You might see a car icon in place of the ACC light. This means the Taycan is actively slowing you down because of a slower-moving vehicle ahead.

Turning Adaptive Cruise Control on in the Porsche Taycan

Before using the Porsche Taycan’s Adaptive Cruise Control, you must turn it on. This puts the system into Passive mode. It’s on and ready but not yet active. It’ll stay on if you leave the car without switching the ACC off. The system will remain in its Passive state. You could then immediately use the steering wheel rotary knob to scroll to and select ACC.

Turning Porsche Taycan ACC on if no other assist systems are on

• Push the button on the end of the Cruise Control stalk.
• Use the knob on the steering wheel to scroll to ACC.
• Press it to activate ACC.

The Taycan’s Adaptive Cruise Control will activate in Passive mode.

Switching ACC on if other assist systems are already on

• Press the button on the bottom of the Cruise Control stalk.
• Select ACC using the steering wheel’s rotary knob.
• Activate ACC.

Activating Porsche Taycan Adaptive Cruise Control

Switch the ACC status from Passive to Active by following these instructions.

• Accelerate to your desired speed.
• Press the Cruise Control stalk backward.
• Release the throttle pedal.

The ACC display will turn green, showing the speed it’s maintaining. Adaptive Cruise Control is now actively controlling your speed and the distance to any cars in front.

Changing Adaptive Cruise Control speed once active

You adjust the Porsche Taycan Adaptive Cruise Control speed using the stalk.

• Press the stalk away from you briefly to increase the speed by 1 mph.
• Press and hold the stalk away from you to increase the speed by 6 mph.
• Pull the stalk towards you briefly to decrease the speed by 1 mph.
• Pull and hold the stalk towards you to reduce the speed by 6 mph.

The ACC icon will turn green again as soon as the Taycan reaches the set speed. The car returns to Active from Temporarily Passive.

Changing the set distance in Porsche Taycan ACC

Follow these instructions to alter the distance to the car in front.

• Press the Cruise Control stalk rocker switch up to increase the distance.
• Press the Cruise Control stalk rocker switch down to make the space between you smaller.

Temporarily overriding the Adaptive Cruise Control

Sometimes, you need to speed up – for example, when overtaking. To do this:

• Press the accelerator pedal.

The Taycan will switch into its Temporarily Passive mode. For the moment, Adaptive Cruise Control isn’t doing anything. As soon as you release the pedal, the system becomes Active again. You’ll gently slow back down to the ACC’s set speed.

Pausing and resuming Porsche Taycan Adaptive Cruise Control

You can temporarily deactivate the ACC by putting it into its Passive mode. To do this, either:

• Tap the brake pedal; or,
• Press the Cruise Control stalk down.

The set speed and distance are stored, but ACC switches into Passive. If you come to a complete stop and remain there for more than 15 seconds, the system will also switch to Passive mode. When you’re ready to resume Adaptive Cruise Control:

• Press the Cruise Control stalk upwards.

It’ll switch back to Active.

Turning Porsche Taycan Adaptive Cruise Control off

Follow these instructions to shut the ACC entirely off.

• Press the button on the end of the Cruise Control stalk.

The ACC will turn off, and the display icon will disappear. Although the set speed is deleted, the distance will be stored for the next time you use it.

Read the owner’s manual for more information on the Taycan’s ACC system limitations. Knowing the many situations in which the feature is unsafe to use is vital. See a PDF from part of the Taycan owner’s manual below.

• #Porche Taycan

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Porsche taycan: finally the way it should be.

The term facelift always sounds so succinct, so inconspicuous. But what Porsche has done here with the model revision of the Taycan, an electric sports car that has been fascinating from the outset, goes much deeper than just cosmetic surgery on the surface: a more powerful drive, larger batteries, more range and better performance. There is also a new top model with well over 1000 hp.

Of course, the look has also been revised. We show this right at the beginning of the video driving report above. But the technical updates are much more important. Let's get one thing out of the way right away: The technology is the same for all three body variants - saloon, Sport Turismo and Cross Turismo - but the weights and performance differ slightly. The information given here essentially relates to the normal four-door model.

Powerful battery doesn't mind the cold - half the charging time in some cases There has never been much to criticize about the Taycan's performance, but there was more potential and need for improvement in terms of range. And so the new generation now goes up to 35 percent further than its predecessor. The WLTP leader can travel up to 678 kilometers (up to 821 km in urban areas). This is the rear-wheel drive model with a performance battery, which now stores a full 105 kWh instead of 93 kWh (net: 97 kWh). Of course, this top range requires features such as the new aero rims, which alone add 40 kilometers to the range. So it always depends on the equipment. This always applies to electric cars, because the tire dimensions alone make a big difference.

The Taycan also charges faster than before when it has to go to the charging station. Although the maximum charging power for alternating current remains at 11 kW, the maximum charging power at 800 volts direct current has increased by 50 kW to 320 kW. If you plug in at 5 percent SoC (State of Charge), the charging power should be kept constantly above 300 kW for five minutes (if the charging station can cope with this). In addition, the battery is no longer as sensitive to temperature: in the first-generation Taycan, the charging time from ten to 80 percent SoC at a battery temperature of 15 degrees is 37 minutes. Under the same conditions, the updated Taycan only needs 18 minutes - despite the higher battery capacity.

Another way of charging has also been greatly improved: the maximum recuperation power when decelerating from high speeds has increased from 290 to up to 400 kW, although Porsche remains true to its strategy of controlling this mainly via the brake pedal. In the lower speed range, the maximum deceleration generated by recuperation has been increased by around 15 percent.

More power: 2.4 seconds from 0 to 100 It is much more fun to consume the charged energy, and Porsche has now also increased this fun. Despite larger batteries, all variants are lighter than their predecessors and have more engine power.

The background: a further developed drivetrain with a new rear-axle motor (up to 80 kW and 40 Nm more, but 10 kg lighter), a modified pulse inverter with optimized software, more powerful batteries, a revised thermal concept, a next-generation heat pump and an optimized recuperation and all-wheel drive strategy.

The engine in the base model now produces 300 kW/408 hp instead of 240 kW/326 hp, which leads to an improvement in the standard sprint value by six tenths to just 4.8 seconds - not bad for 2090 kg DIN weight. The 20 kW/27 hp more powerful, but also 80 kg heavier version with the larger battery achieves the same time. Both reach a top speed of 230 km/h.

At the other end of the food chain, the Taycan Turbo S boasts a sprint time of 2.4 seconds - thanks to a significant increase in power. Its predecessor managed 2.8 seconds and achieved 560 kW with the overboost function in Launch Control. The new Turbo S delivers 570 kW even in normal mode. If you pull the new push-to-pass lever, you get 640 kW/870 hp, and with Launch Control even 700 kW/952 hp and 1110 Nm. Push to Pass remains active for ten seconds and can be reactivated four seconds later. Incidentally, the range of the Turbo and Turbo S is specified as up to 630 km according to WLTP.

Adaptive air for all, floating suspension as an option The adaptive dual-chamber air suspension with automatic, driving mode-dependent level control with two-valve dampers will be standard even in the base model. A special highlight can be ordered as an option - unfortunately only for the all-wheel drive versions: the new Porsche Active Ride suspension.

Its dampers actively compensate for uneven surfaces with an electrically operated hydraulic pump. As a result, the Taycan's body always remains horizontal, even during dynamic braking, steering and acceleration. And there's more: instead of swaying outwards in bends, the vehicle can actively lean into the bend.

You can see the super suspension as soon as you get in: When you open the door, the car raises by 5.5 centimeters in a flash. It then lowers back to normal level.

This is what it feels like in the Taycan Turbo We were driving a Taycan Turbo in the southern Spanish hinterland, in a real realm of bends. You don't notice any of the high technology in the chassis. The only thing you notice is how well the Taycan sits, how flat the asphalt suddenly is, how little the body moves and that you end up understeering when turning into tight corners. The car glides around corners as if on rails, supported by the optional rear-axle steering. You don't feel anything unusual from the steering either, because it is well tuned and allows a maximum steering angle of no more than 2.8 degrees.

In view of the sheer mass, it is incredible how this four-door can be moved. A DIN weight of 2290 kg, plus optional equipment and driver and front passenger, makes an estimated 2.5 tons. Nevertheless, everything remains under control at all times, and the combination of regenerative braking and disc brakes (six-piston fixed callipers at the front, four-piston fixed callipers at the rear, discs 410 mm in diameter at the front, 365 mm at the rear) works flawlessly with a reasonably normal driving style. However, if you are riding extremely dynamically and putting maximum strain on the material, the brakes become a little soft and your foot comes into contact with the carpet during hard braking.

If you want more, you can order carbon-ceramic brakes (ten-piston fixed callipers at the front, four-piston fixed callipers at the rear, discs 420 mm in diameter at the front, 410 mm at the rear) - or the Turbo S or the Turbo GT, where they come as standard.

The steering feel is absolutely typical of Porsche. You can simply feel what is happening and what the car is doing at any moment. This allows the driver to react to tricky situations in a completely relaxed manner, because there is no confusion between his nervous system and the current driving situation. Comparable to an azimuth error of zero on cassette recorders, for people who are still familiar with such things.

On a straight, you almost have to force yourself not to leave your foot on the accelerator pedal for too long. In the 707 hp (884 hp with Launch Control) turbo, it takes 2.7 seconds from standstill to 100 km/h, and after just 8.2 seconds you would have 200 km/h on the speedometer. It is then not far to 260 km/h either.

Improved soft skills Porsche has also revised the Taycan in detail. Thanks to online calculation, the navigation system creates a charging stop route three times faster than before, the charging flap now always opens and closes electrically on site and the connection is illuminated. You can specify a desired charging status at the destination.

Matrix LEDs are standard; as an option, they now have 32,000 instead of 84 pixels per headlight and are capable of special functions such as carpet-like illumination of the lane to the width of the vehicle in highway construction zones, making it easier to overtake trucks. The adaptive cruise control now also has a swerve assistant.

In the cockpit, the user interface has been revised, there are new displays on the speedometer display (including a separate display for battery temperature etc.) and Apple Car Play has been deeply integrated into the on-board software so that vehicle functions can be controlled from the Apple environment. Video streaming is now also possible on the central display and the optional passenger display, on the latter even while driving - foiling prevents driver distraction.

The prices The list prices have naturally risen in line with the technical improvements and the increase in equipment. The entry-level price for the Taycan with rear-wheel drive, 300 kW and a battery with a net capacity of 82.3 kWh (previously 71 kWh) is 104,317 euros in Austria (Sport Turismo 105,200 euros, Cross Turismo 115,991 euros). 5900 euros surcharge for the performance battery. The list goes up to 213,584 euros for the Turbo S and 243,982 euros for the new Turbo GT.

Driving quote: Now the Taycan is finally where it belongs. It is above all the extra range that makes it a better electric car than ever before. The extra power and the active chassis make it a significantly improved sports car. And if you treat yourself to the new top-of-the-range Turbo GT model, you really do get a record-breaking vehicle. We won't be able to report on how it drives until April 10.

If you don't need all this and can make do with the existing features instead - used Taycans should now be available relatively cheaply. But even these require a not-too-short income.

Why? Top performance with drive and battery Excellent riding characteristics

Why not? Here you can only mention basic things like the price or the nature of an electric car. Or the not quite adequate durability of the brakes.

Or perhaps ... ... grab a used pre-facelift model at a reasonable price.

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The chassis

Committed to driving dynamics

From uncompromisingly sporty to comfortable: the chassis of the Taycan offers a broad spectrum, with a choice between the precise handling of a sports car and the long-distance comfort of a saloon. For its basic layout, the Porsche Taycan uses a double-wishbone axle with forged aluminium wishbones and hollow-cast aluminium lightweight swivel bearings at the front. On the rear axle, a multi-link axle with forged upper aluminium wishbones and hollow-cast lower aluminium wishbones performs wheel guidance.

Thanks to the new Smartlift function, installed as standard in conjunction with adaptive air suspension, the Taycan can be programmed so that it is automatically raised in certain recurring locations, for instance over speed bumps or on garage driveways.

Porsche 4D Chassis Control: intelligent command centre

Porsche uses a centrally networked control system for the Taycan chassis. The 4D Chassis Control analyses the current driving situation in all three dimensions (longitudinal, lateral and vertical acceleration) and then calculates the vehicle status. It then shares this status with all the chassis systems in real time – adding a fourth dimension to chassis control. As a result, the systems provide an integrated response to the imminent driving situation.

PASM: real-time analysis and synchronisation

The Porsche Active Suspension Management (PASM) electronic shock absorber control system is included as a standard feature. The system responds to the road-surface conditions and the current driving style, continuously adjusting damping for each individual wheel accordingly. Drivers can choose from four driving modes: Range, Normal, Sport and Sport Plus (for further details, see the Drive section ).

So, how does PASM work? Sensors record the body movements generated during fast acceleration, braking, fast cornering or driving over uneven road surfaces. PASM sends the recorded data to the Porsche 4D Chassis Control. The command centre calculates the current vehicle status and regulates the damper characteristics and spring rates depending on the selected mode. Thanks to the three-chamber air-suspension technology, different air-suspension volumes can be switched within milliseconds. The 4D Chassis Control system also allows the control parameters of the other electronic suspension systems to be adjusted accordingly. The result is more driving stability, performance and comfort.

The Taycan uses a single-tube damper instead of a conventional twin-tube damper. This is not only lighter, but it also offers a better response and a greater balance between comfort and sportiness.

Adaptive air suspension now with Smartlift function

The Taycan’s three-chamber air suspension provides a wide range of spring rates. This allows the chassis to be adjusted to a low basic spring rate and therefore made more comfortable. As soon as necessary, the spring rate is electronically adjusted in a fraction of a second – for example when accelerating and braking. Roll movements are reduced via volume control.

Thanks to the new Smartlift function, installed as standard in conjunction with adaptive air suspension, the Taycan can be programmed so that it is automatically raised in certain recurring locations, for instance over speed bumps or on garage driveways. The Smartlift function can also actively influence the vehicle’s driving height on motorway journeys by adjusting the vehicle’s level to the best possible compromise between efficiency and driving comfort.

In addition, the air suspension offers the well-known advantages of ride height control. These include the fact that the vehicle height remains the same or at the desired level, regardless of the vehicle load. What is more, the frontal area can be reduced in two stages by lowering the front end, thus optimising the range. Three further levels are available in addition to the normal level, depending on the driving modes. In the Range and Sport Plus modes, the chassis is always in the lowest position (minus 22 mm):

• The lift level raises the chassis by 20 mm to prevent the front spoiler from bottoming, for example when entering an underground car park. This level can be set at speeds up to 30 km/h.
• From a speed of 90 km/h, the Taycan is lowered by 10 mm.
• And when 180 km/h is reached, the body is automatically lowered by a total of 22 mm to improve roadholding and aerodynamics at high speeds.

PDCC Sport active roll stabilisation: quick to react and efficient

The optionally available active roll stabilisation system Porsche Dynamic Chassis Control Sport (PDCC Sport) uses electromechanical anti-roll bars. When required, the system reacts in just 200 milliseconds in order to stiffen the anti-roll bars to prevent the body from rolling. This makes PDCC more than 30 per cent faster than similar systems using hydraulic actuators. A further advantage is the lower energy consumption of the system, which is particularly important for an electric vehicle and allows the electric range to be optimised.

Porsche Torque Vectoring Plus (PTV Plus): more agile self-steering

The optional Porsche Torque Vectoring Plus (PTV Plus) uses an electronically controlled differential lock on the rear axle for variable distribution of the drive torque between the rear wheels. On the one hand, additional yaw torque can be generated on the rear axle by braking the inner wheel on the bend. This ensures that the vehicle’s steering response is even more agile. On the other hand, it improves traction by specifically locking the differential when accelerating out of corners.

Rear-axle steering: maximum steering precision and easier manoeuvring

A rear-axle steering system is offered as an option. This further increases comfort, driving safety and driving dynamics. The vehicle steers without delay and builds up lateral acceleration at the rear axle much sooner. The result is even more impressive steering precision.

At low speeds of up to about 50 km/h, the rear wheels steer in the opposite direction to the front wheels. The steering angle depends on the driving speed and is a maximum of 2.8 degrees. This virtual shortening of the wheelbase results in a more dynamic steering response when cornering. At the same time, manoeuvring is easier as the turning circle is reduced by around 60 cm to 11.2 metres. In addition, with rear-axle steering the Taycan automatically features Power Steering Plus with greater support for steering assistance at low speeds.

At speeds above approximately 50 km/h, the rear wheels steer in the same direction as the front axle, again depending on the speed. The wheelbase is virtually lengthened, increasing stability, for example when changing lanes on the motorway.

The brakes: high-performance systems with ceramic materials

On the high-performance brake, Porsche Surface Coated Brake (PSCB), the braking power and wear resistance are increased by the application of a tungsten carbide coating to the cast-iron brake discs. At the same time, the soiling of the rims by brake dust is reduced. The PSCB is particularly interesting for electric vehicles. Since the conventional brakes are used less frequently due to recuperation, depending on driving style, the PSCB always guarantees shiny brake discs due to its high resistance to corrosion.

The top-of-the-range system is the Porsche Ceramic Composite Brake (PCCB). The lightweight ceramic composite brake discs are 420 and 410 mm in size respectively on the front and rear axles.

Braking behaviour and braking feel remain consistent thanks to the blending-capable brake system – regardless of whether the battery is cold or warm, full or empty.

Here is an overview of the standard brake systems:

The wheels: three sizes, many designs

The wheel range comprises 19-inch (standard on Taycan and Taycan 4S), 20-inch (standard on Taycan Turbo) and 21-inch (standard on Taycan Turbo S) sizes. The summer tyres of the 19-inch and 20-inch wheels (front 245/45 R 20, rear 285/40 R 20) are range-optimised. The tyres of the 21-inch wheels (front 265/35 R 21, rear 305/30 R 21) are performance-oriented.

All the wheels have been aerodynamically optimised. In addition to numerous paint finishes, for example Aurum or Deep Black Metallic, Exclusive Design wheels with carbon aeroblades also provide extra opportunities for buyers to customise their vehicles.

Taycan with Performance battery Plus: electricity consumption combined 27.0 kWh/100 km (NEDC); 23.9 – 20.4 kWh/100 km (WLTP); Combined CO 2 emissions 0 g/km (NEDC); 0 g/km (WLTP)

Taycan_Basis_4.jpg

Taycan 4S with Performance battery: electricity consumption combined 25.4 kWh/100 km (NEDC); 24.0 – 19.8 kWh/100 km (WLTP); Combined CO 2 emissions 0 g/km

P19_0828_a3_rgb.jpg

Taycan Turbo

S20_3193_fine.jpg

Taycan Turbo S

P19_0633_a3_rgb.jpg

Technical Illustrations

Taycan Turbo S: electricity consumption combined 26.0 kWh/100 km (NEDC); 23.4 – 21.9 kWh/100 km (WLTP); Combined CO 2 emissions 0 g/km

P19_0705_a3_rgb.jpg

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Driving - Adaptive Cruise Control (ACC)

This video is for the generations:.

• Boxster / Cayman (2012-2016)
• 718 Boxster / Cayman (2016-)
• Porsche 991 (2011-2016)
• Porsche 991 (2016-2019)
• Panamera (2009-2013)
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2025 Porsche Taycan First Drive: One Of The Best EVs Gets Even Better 

Iterative improvements in all areas add up to something great..

Porsche engineers are proud people. They make some of the best cars in the world, and when anyone else challenges them, there will be a response. So when Tesla and Lucid started chasing the Taycan’s performance crown, Porsche had to respond. The result is a huge step forward over the original model. 

The updated electric sedan—called J1 II internally—promises big improvements in range and the fastest charging speeds of any EV on the market. (EPA figures for the new Taycan aren’t out yet, but Porsche claims WLTP range improvements of 35 percent.) Thanks to new cell chemistry, both the standard and larger “Performance Battery Plus” are more energy dense than before—83.6 kWh net for the base pack, 93.6 kWh for the bigger one—but other tweaks mean both are slightly lighter. Charging speed is also up, with the Taycan capable of up to 320 kW at the right station. 

Gallery: 2025 Porsche Taycan Turbo S First Drive

The Taycan gets a power bump to complement its larger batteries. The base rear-drive Taycan now offers 429 horsepower (with the bigger battery) and the Turbo GT pumps out over 1000 horses. There are several chassis tweaks aimed at improving driving dynamics beyond straight-line speed, too.

The result of all of these changes is simple. The Taycan was already one of the best-driving EVs out there. Now, it’s even better.

This is the "Sport Turismo" hatchback version of the Taycan Turbo S. The conventional sedan version is far more popular. 

Since InsideEVs Editor-in-Chief Patrick George already did a range and charging test with the Taycan 4S, this was more of an opportunity to see how the updated Taycan drives in a less efficiency-minded manner. You know, drive it like a Porsche. 

Porsche had the complete range of Taycan models to drive on a winding mountain route west of Seville. I ended up in a Turbo S sedan, though I did have some time to sample a 4S Cross Turismo on the road as well. With 938 hp available when using launch control and “just” 764 hp in normal driving, the Turbo S seems an intimidating proposition. It is, indeed, absurdly quick. Porsche quotes a 0-60 mph time of just 2.3 seconds.

Exercise some restraint, however, and the Turbo S is totally manageable. The accelerator-pedal mapping is such that you can always meter out smooth acceleration. Unless you want holy hellfire, which the Turbo S will deliver in an instant. Yet the Taycan is about more than straight-line performance. Its best qualities come to light as you drive it near its limit, which for the Turbo S is incredibly high. That is perhaps the best argument in favor of a lower-spec Taycan over this Turbo S. You give up the speed and some equipment, but you get the same refined driving dynamics. 

Part of that is the excellent driving position. You sit low in a Taycan, lower than in most other EVs, and the view over the sloping hood is reminiscent of a 911s. The best word to describe the handling of the old Taycan was “sorted.” Where so many EVs feel their weight on a challenging road, the Taycan never did. They offered balance, stability, and feel in spades. The new one ups the ante.

All but one of the Taycans on hand had Porsche’s new Active Ride suspension , which uses hydraulic motor pump units to control the level of fluid within the dampers. Essentially, you can put force directly into the suspension, which non-active systems—no matter how advanced, —can’t do. Adaptive or magnetic dampers can adjust how firm the suspension is on the fly, but this system can actively push down on any corner of the car. Porsche uses it to totally eliminate body roll, pitch and dive while increasing the spread between comfort and sporty handling. It works. The system makes the Taycan feel hundreds of pounds lighter, yet on the worst roads—which aren’t easy to find in Spain—the suspension always works to maximize tire grip. Regardless of conditions, you can hustle the hell out of the Taycan. 

There’s even an active-ride mode that overcompensates for body motions, rolling into corners like a motorcycle and diving and pitching like a helicopter under acceleration and braking. I find it unsettling. The car moves opposite how you expect it to. Thankfully, it’s user-selectable, and not available in Sport and Sport + driving modes. Active Ride is a $7,150 option, however, and I imagine that’ll be a tough pill to swallow for many. Unfortunately, I didn’t get a chance to try the base suspension setup, but the last Taycan rode and handled great without Active Ride.  

In any case, this is a driver’s car. The controls, steering, brakes and accelerator, are all calibrated to perfection. It’s the sort of car that makes you a smoother driver. And while tire noise is high (as is expected with such wide rubber), a Taycan makes for an excellent daily driver. I’m not a fan of the lower-center-console screen for climate controls, but the main infotainment system is straightforward and responsive, and the digital gauge cluster is quite elegant in its design. 

Range and charging improvements also help make it an excellent daily driver. In a quite spirited drive on the highway out of Seville and up and down the mountains, we saw an average of 2.4 miles/kWh, which isn’t too bad. A more sedate (but brief) drive around town in the 4S Cross Turismo netted a 2.9 kWh average. We look forward to more testing with the Taycan back at home in less spirited conditions, but the signs are good here. The charging performance also lives up to the hype. It’s best in class.

As with most Porsches, the only real downside here is price. The base price jumps by $10,000 to $101,395, meaning you can no longer get a Taycan for under $100,000, and the Turbo S we drove came in at $232,835. A lot of stuff that should come standard, too, doesn’t. A Taycan Turbo S doesn’t even come with adaptive cruise control at its $210,995 base. In a Honda Civic, that’s gratis. But if you want a Porsche in all its excellence, you pay for it.

That’s the price of constant improvement. Essentially, Porsche made one of the best EVs out there even better. This sort of evolution is typical for the brand, and a huge part of why it's so successful today. The 911 is great because Porsche took one idea and stuck with it. Right now, it’s doing the same with the Taycan. The engineers can’t just let Tesla and Lucid have all the fun, can they? 

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Porsche Taycan

Sauschnell und so agil – alles zum porsche taycan.

Gefällt uns

• Gut funktionierende Schnellladtechnik
• Schnell, agil und luxuriös
• Innen typisch Porsche, neu interpretiert

Gefällt uns nicht

• Zu wenig Platz im Fond
• Künstlicher Sound
• Schlechte Sicht nach hinten

Der Taycan punktet mit vielen Porsche-Tugenden, ist schnell und präzise.

Tim Dahlgaard

Test und Technik AUTO BILD

Vorstellung

Ausstattung, taycan konnte als erster mit 800 volt laden.

TOP-ANGEBOT

Porsche Taycan bei carwow

statt 209.900,00 EUR

193,808 EUR

Auch als Sport Turismo mit mehr Kofferraum

Topmodell kostet 240.000 euro, alle preise im überblick:, der taycan ist sofort als porsche erkennbar, die abmessungen auf einen blick:.

• Länge : 4963 mm
• Breite : 1966 mm
• Höhe : 1378–1395 mm je nach Modell
• Radstand : 2900 mm
• Kofferraumvolumen Limousine : 366–407 l je nach Modell
• Kofferraumvolumen Sport Turismo : 405-1212 l je nach Modell
• Kofferraum vorn : 84 l
• Dachlast : max. 75 kg

Cross Turismo: Shooting Brake mit Offroad-Attitüde

Die Abmessungen des Taycan Cross Turismo:

• Länge : 4974 mm
• Breite : 1967 mm
• Höhe : 1409/1412 mm je nach Modell
• Radstand : 2904 mm
• Kofferraum : 405–446/1171–1212 l je nach Modell

Porsche Taycan Turbo GT: in 2,2 Sekunden auf Tempo 100 (Update!)

Bis zu 630 Kilometer Reichweite

Technische daten im überblick:, turbo gt orientiert sich am motorsport (update), beim weissach-paket fliegen sogar die fußmatten raus.

Vollschalen-Sitze sind Serie

Innenraum: viel touch und bis zu vier displays im taycan.

Wenig Kopffreiheit in Reihe zwei

Fahren: der taycan turbo s geht brutal nach vorn.

Selbst echte Drifts sind drin

Fahren: der 4s reicht, die serienbremsen sind ausreichend, porsche taycan turbo im test, sport turismo: mehr alltagstauglichkeit, vergleichstests:, gegen eqe und e-tron gt kommt er nicht an, taycan schlägt den panamera.

Im Turbo S-Duell hat er das Nachsehen

Auf der rennstrecke schneller als der m8, note 2 im alltagstest, dauertest: 100.000 kilometer mit dem taycan, langstreckentest: der weg ist das ziel, cross turismo im geländetest.

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Adaptive Cruise Control & Assistive driving v Innodrive

• Add to quote

Hi All, I am a complete novice when it comes to Porsche and EVs. Can someone tell me the difference between 1) Adaptive Cruise Control & Assistive driving 2) Innodrive and how I engage “Adaptive Cruise Control & Assistive driving”. Thank you.  

I have Adaptive Cruise Control and Lane Keep. If you have these two, you don't really need Innodrive which uses the contours of the road (mapped) to maintain speed and turns. The ACC and LK will keep you in lane at the set speed. It will sense the car ahead and slowdown or stop accordingly - but you need to keep your hands on the steering wheel at all times or the car will complain - no Tesla auto-drive here. To turn on ACC, you go to Page 36 of the Taycan operating manual. Turn on the switch at the end of the left hand lower stalk behind the steering wheel.  

Thank you.  

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2025 Porsche Taycan 4S

5500 Broadway Littleton, Co 80121

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