Porsche Taycan 4: Beviset att elbilar inte behöver 1000 hk för att vara sjukt kul
2026-10-17 • Kategori: Fordon
TL;DR: Porsche Taycan 4 levererar körglädje och precision trots "bara" 429 hk, och bevisar att rå effekt inte är allt för en engagerande elbilsupplevelse.
I’ve waited for years to drive a Porsche Taycan, and now that I have sampled one, I can confidently say it was worth the wait. This electric sedan blew me away. Not because it’s the quickest electric car, or the most expensive, or the most luxurious. But because it is by far the best to drive. The funny thing is, my tester was one of the least powerful Taycans you can buy—not some rip-your-face-off Turbo GT version with a four-digit horsepower rating. But over a 200-mile trip that included highway cruising, stormy weather, and bombing down my favorite twisty mountain road, I never once found myself asking for more power. The relatively sensible Taycan 4 I drove blended sportiness, comfort, luxury, and excellent EV specs like no other car I’ve ever driven. Now that I have tried it, I want one. Badly. 2027 Porsche Taycan As-Tested Price €148,000 Battery 105 kWh (gross) / 97 kWh (net) EV Range 314 miles WLTP Drive Type All-Wheel Drive Output 435 hp Maximum torque 449 lb-ft Speed 0-62 MPH 4.6 seconds Speed 0-60 MPH 4.4 seconds Maximum speed 143 mph The Sensible Taycan Photo by: Andrei Nedelea My tester was a Taycan 4, the lowest-powered all-wheel-drive variant. It has a dual-motor setup with a combined output of 429 horsepower and 449 lb-ft (610 Nm) of torque. With launch control, it can go from 0 to 60 mph (96 km/h) in 4.4 seconds, then reach a top speed of 143 mph (230 km/h). That all sounds rather quaint compared to top-end Taycans, which can hit 60 in under 3 seconds. My Black Edition tester gets the Taycan’s larger 105-kilowatt-hour battery pack as standard, making it a great long-distance cruiser. Porsche quotes a maximum WLTP range of 395 miles (635 kilometers), compared with the standard pack’s 347 miles (559 kilometers). I didn’t verify that while charging up a mountain in dreadful weather. My right foot had other priorities. The Taycan also has something unusual under the hood: a two-speed gearbox for the rear motor. First gear helps launch the car, while second suits higher speeds and efficient cruising. You may notice the change under hard acceleration, but it mostly works in the background. Someone At Porsche Still Likes Driving Photo by: Andrei Nedelea You don’t even have to move the car to notice it. The steering wheel is round, sensibly sized, and relatively thin-rimmed. Compared to some BMW M and Mercedes-AMG steering wheels that feel as though someone upholstered a tractor tire, it’s refreshing. You sit really low for an EV, legs stretched ahead, and the steering column's adjustment range is truly excellent. Arrive at a corner, and you quickly realize what the wheel is attached to is equally good. The Taycan turns precisely without the exaggerated off-center steering response that can make a heavy car feel artificially darty. Each input produces exactly the change of direction you expect, and you don’t have to make constant corrections to adjust your line like you do in other cars. On my favorite mountain road where I’ve taken dozens of cars, that translated into enormous confidence, even in the rain. The Taycan stayed remarkably flat and let me adjust its cornering balance with the accelerator. Adding power felt like part of the cornering process, rather than something to save until the wheels were straight. Photo by: Andrei Nedelea The Taycan weighs well over two tons, but its weight rarely dominated the experience. As I increased the pace, it remained composed and responsive, even approaching and sometimes exceeding the grip limit. One thing that surprised me was how much the Taycan's automatic regen system favors coasting over strong one-pedal driving. You rely on the brake pedal for much of its regeneration. Pressing it doesn’t automatically waste energy through the friction brakes; the motors can slow you down first. The best part was that the blending between regen and physical brakes was completely seamless, and you couldn’t tell where the handoff point was. Before I tried the Taycan 4, my favorite sporty EV was the Tesla Model 3 Performance. The Porsche, though, brings a precision and cohesion that made me feel like I was discovering familiar asphalt for the first time. My tester didn’t have the new simulated gearshifts. Between choosing a line, feeling the front end respond, and adjusting the car’s attitude with my right foot, I never missed them. The chassis provides the entertainment, and the acceleration sound it came with was more than enough to help me keep track of how fast I was going. I never thought I’d have more fun if the Taycan 4 had more power either. Sure, it is among the slower fast EVs that I’ve driven. But it’s more than quick enough to be exciting and make any overtaking maneuver feel super easy. You can keep your 1,000-horsepower spaceship. In an EV that’s this sublime to drive, I’d take “only” 429 horsepower any day of the week. Sport Plus, Spine Intact Photo by: Andrei Nedelea You don’t have to suffer through a punishing ride to get the Taycan’s handling benefits either. The same car that was so engaging through the bends was also an excellent companion on the journey there. Putting a sports sedan on 21-inch wheels and setting its suspension to its firmest setting is usually a recipe for a trip to the chiropractor. So I expected that switching on the Taycan’s Sport Plus mode would quickly turn unpleasant. But that never happened. Even on imperfect mountain-road asphalt, the Taycan remained comfortable, absorbing bumps while almost completely eliminating body roll. So I left the suspension in Sport or Sport Plus for many stretches of road where only the plushest setting is bearable in other cars. The exquisite cabin also helped make the Taycan super comfortable and pleasant to travel in. Truffle-brown leather covered the dashboard, doors, and steering wheel, and I loved how the plastics were carefully both color- and texture-matched to blend in with the leather too. It gives the cabin a cohesive look, and it just feels lush. Fast Charger Photo by: Andrei Nedelea The Taycan is one of the original 800-volt EVs, and the larger battery supports up to 320 kW of DC charging. That is good for 10–80% in as little as 18 minutes, provided the charger is powerful enough and the battery is at the right temperature. I only charged the car once—to top it up before the mountain road drive—using a 200 kW charger. It went from 54% to 90% with an average power of 138 kW. That session put back 44.75 kWh into the battery in just under 19 minutes. After the mountain road blast, the average electricity consumption for the day was still a very reasonable 2.45 miles/kWh (25.4 kWh/100 km), and it still had a 48% state of charge. That was more than enough to tackle the 70-mile (110-km) highway drive back without worrying about range. By the time I reached home, efficiency had dropped to 2.73 miles/kWh (22.8 kWh/100 km). Even The Sensible Taycan Costs A Fortune Gallery: 2026 Porsche Taycan 4 The Black Edition Taycan 4 I tested in Romania cost nearly €150,000 as equipped. Sure, it’s the most sensible Taycan you can buy, but it’s still in dream car territory for most people. After driving it, I understood what that buys you. The steering, suspension, brakes, and power delivery work together to make a heavy electric sedan feel natural on a demanding road, then carry you home in comfort. That doesn’t make the price easy to swallow. But it explains why I came away wanting this particular EV so badly, even though one could technically spend less and get something quicker. That’s also what makes this car reassuring for anyone wondering what happens to performance brands in the era of EVs, when almost anyone can sell you outrageous horsepower and 0-60 times. If acceleration were all that mattered, Porsche would have a much harder time making its case. But the Taycan 4 made its strongest impression between the straights, where the power figure didn't matter, and all the little things Porsche got right shined. Going electric hasn’t made those qualities any less valuable. I climbed out of the first Taycan I ever drove wanting one. Badly. After years of wondering whether it could possibly be as good as everyone said, I'm left with another question: How the heck am I supposed to afford one? More EV Reviews Click here to see all articles with lists of the best EVs We want your opinion! 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