Welcome to another nextmove Autobahn test: Porsche vs. Tesla We have here a Porsche Taycan in the family edition –
4S with the large battery. getting charged up. Against a Tesla Model S Raven Performance. Raven is the new generation – more efficient than the old one without increasing battery size We want to drive on the Autobahn at 120 kph (75 mph). it is quite windy due to storm ‘Sabine’ – it is almost over but the wind is still heavy. you can see the torn flag in the back. today we will not achieve top ranges. But I am very curious which car will take the lead in this range competition. We have hired a real Tesla pro today. I will introduce him in a minute. Since 2011 he is a Tesla owner. This is his fourth Tesla. This is our Tesla driver on board of the Porsche Taycan. Hans, please introduce yourself. I am Hans, Tesla owner since 2011, started with the Tesla Roadster and next to us my white Tesla Model S. This is my third Model S and in total the fourth Tesla. Currently we own a Roadster and a Model S. I was pleased, that Stefan invited me for a nice trip with the Porsche Taycan. I am looking forward to it Let’s see how the Tesla Model S will be doing against it. We are both members in the Tesla Friends and Drivers Club (TFF) You are much more active in the forum than I. So meanwhile Tesla is in the mainstream. I am glad that it developed in the way it did. So, there is not much need to engage in forum as much as in the past. The old owners of course have a lot of experience they can share with the young owners. So, you are driving Tesla since 2011 – did you drive Porsche before? Not yet. Ok. Prime Time today. For launch control, step on the break and then on the accelerator. ok and then let go the break. That was the second gear. definitely already after the first kilometers one can say: the chassis is a world apart between Porsche and Tesla. the set-up in the Porsche is simply ingenious overtaking is so safe and easy. Who likes that, is much better off here. And the range we are going to test today! Let’s take a look at the Porsche road ahead It is really fun driving – you get immediate feedback from the steering. Even in sport mode in the Tesla, you are more detached. Of course, it drives well, and you can also drive fast but here in terms of steering and chassis you get feedback – it is really impressive. And with regards to performance, it is much slower than your car? Indeed, I expected more with regards to acceleration from stand still. But well, this is the family version Nevertheless, the sprint 0 to 60 is beyond doubt But compared to the Model S Raven – the Performance version the punch is missing. the one that drains the blood from your brain The Turbo has a little bit more compared to this one. Yes, I believe that. But who cannot cope with this? Some words regarding the testing conditions. Hans said he always drives with heating on 19 degrees Celsius (66 degrees Fahrenheit) and seat heating. That’s the way we do it. The Taycan is on 20-inch winter tires. Hans has the 19-inch Tesla series wheels. We will be connected by radios. We drive 120 kph – the maximum speed limit in the USA. Let’s see what the values will be on long distance. The test drive also served the purpose to heat up the battery of the Taycan. Hans had 150 km (93 mi) of journey to get here. Your battery is already warm 30 degrees (89 Fahrenheit), I just measured it. Short summary: Can a Tesla driver have fun with a Porsche Taycan? Absolutely. One should really try it out. Whether one needs it, whether one buys the car then, one must compare all parameters. But the driving characteristics, really thrilling.
All thumbs up. Hans is still checking out the Porsche. His car is fully charged to 100%. 2 kW remaining charging speed. The Taycan is at 98% – charging also with 2 kW. But we will start now and don’t wait longer. We are at 98%, 4 kW remaining charging speed. We drive in range mode. That means the suspension goes automatically to low. Regen we will switch off, but we could also control regen on the steering wheel. 19 degrees (66 Fahrenheit) will be the temperature later on, automatic and a little bit of seat heating – as suggested by Hans. The first lap is almost over 24.9 kWh/100 km average consumption. 111 kph (69 mph) average speed 74% state of charge – it’s going to be tight if we want to go four laps. Let’s check with Hans Hans, please tell me your state of charge in percent. I am at 77% it looks like you’re going to make four rounds. I am only at 74%. It is very windy, and the road is wind prone. We drive a round course. So, one could say the wind has no effect But that is not the case. The side winds will also slow down the car. So, it leads to higher consumption than just adding together headwind and tailwind. So, the net effect is not zero. It is very windy, and we will not see miracle ranges. Both cars have the same windy conditions, let’s see how they compare. The Tesla Model S Raven has 9 kWh more usable net capacity on paper. I drove 276 km Average speed 110 kph (68 mph) Consumption 24.5 kWh/100km 23% remaining state of charge That is not enough for a full lap – I need a plan B. Let’s see how Hans is doing. What is your state of charge currently? 32% 23% to 32% in the Model S. And your average consumption. 21.8 kWh/100km I am at 24.5 kWh/100km. and 23% remaining battery. Model S has approximately 9 kWh more usable capacity. at least that is what we know about the cars. It is a Model S Maximum Range Performance You don’t say 100D anymore. It is a so-called Raven – the newest generation with better efficiency. Performance and Non-Performance are very close to each other with regards to range. Only 17 km (11 mi) is the difference 593 km (368 mi) compared to 610 km (379 mi) in WLTP. So approximately 3% difference The Porsche Taycan is quite sporty, so it is okay to compare it with the Performance Model S. We actually tried hard to get a non-Performance Raven, so normal maximum range Model S. We don’t have such a car in the nextmove rental fleet. We tried to get such a car on Social Media, including the Tesla Forum over the weekend But without success. That’s why we asked Hans with his Performance Model S and he said yes. And of course, he is technically very interested in such matters. So not just the Taycan test drive but also to drive his Model S softly on the Autobahn. The car jumped to 9% but I am only at half of the last lap. Let’s see how many kilometers we still have ahead us. Navigate to Autobahn stop Nempitz. The car states ‘minus 3% at destination’. I have two options: either driving slower or taking a short cut. But since we are ONLY driving 120 kph (75 mph), driving even slower is difficult We drive a little bit slower. GPS tracking is switched on. We set the speed to 110 kph (68 mph). and then probably have to cut short just before the finish line after all. and yet it’s still going to be close – I think I’ve never been stuck before. no towing trucks at nextmove. not because of empty batteries. As a Tesla driver I would stroll into the forecast So, driving slowly until the -3% is a 0% Knowing that if the car is not too old I can arrive relatively worry-free with 0% Of course, you should drive softly on the last kilometers. But I don’t want to drive the Taycan down to 0 because it is not our car. And I don’t want to get stuck on the Autobahn either with a car that I know for only 4 days. Let’s drive 10 to 20 km (6 to 12 mi) with 110 kph (68 mph). And then let’s see if there is still a minus 3 percent. And we will most likely short cut the last distance. 11 km (7mi) are missing in the forecast and we have 32 km (20mi) to drive – so one third at 110 kph (68 mph) that is not possible. We’re probably not going to do anything stupid. and I hope that we have at least 1 km left (0.6 mi) at the finish line. we’re getting off the Autobahn now. The car states 6 km (3.7 mi) remaining battery and 8.4 km (5.2 mi) to drive. Today somewhat different Porsche qualities Now it’s going to be a real tight squeeze.
I hadn’t planned it that way. it is now at 0 % 2 km (1.2 mi) remaining battery but it is like that for quite some time. 2.3 km to drive, but 1 km ago it was already 2 km. Still two more turns and a couple of hills –
two bridged over the Autobahn. it is very relaxing to drive a Porsche Taycan
so slowly and quietly Oh. the kilometers jumped from 2 to 0.
Now they are gone! We drove 360 km (224 mi) 362 km (225 mi) to be precise. one quarter of performance limitation. Now we also have a battery warning sign. I switched to N and roll on. I can see the traffic light for the charger. ‘300 meters to Nempitz’ The car still accepts D been lucky recuperation is switched on. stop sign – how unfavorable ‘battery charge level critical. manual restart necessary to park the vehicle safely’ Now the turtle has arrived. I’m rolling out. The car won’t pick up the throttle. I can probably restart again. I try to roll over the bridge – you can drive by 5 meters are missing to the peak after that I could roll down. Power limitation at 5%. I was in P and could switch back to D. Traffic light turns red. but still 100 meters to go. now we also know – quite involuntarily – what the Taycan does when the battery is empty. ‘turn left to your destination’ it’s all downhill now, not much can go wrong 2 mm of power limitation – car accepts only minor acceleration. The car cries again: ‘battery charge level critical.’ Maybe I did not accept this yet. I cannot accept this – so it stays. I am still in D, but I am not sure if the car still accelerates. Yes, it does And we go downhill – let me show you. That is the display now. ‘ You have reached your destination’ And there we see a fully occupied Tesla Supercharger. And we have reached the destination. man, that was close. It wasn’t planned that way. Holy shit. I’d say he’s alive again. charging 2 minutes ago, we connected the car. 252 kW charging capacity right now. This time we have the Go.Pro connected to have a proper charging curve documented. as is proper starting from 0 of course. no effort is spared when nextmove is testing. Over there the customers are crowding in at the Supercharger. Let’s see if we get the 270 kW today 2 minutes 20 seconds for 10 % Analysis of charging curve and charging speed coming soon in next video. Subscribe now to our channel. 250 to 260 kW is the charging rate. 7 minutes 33% Let’s check out Hans over there. We are at 105 kW – I say: the Taycan has struck back. But Hans had to switch stalls. to get proper charging speed. because the Supercharger is quite full. The neighbor is now departing. Let’s see how the charging rate goes up. 141 kW – much more will not happen here either The trip today: 369 km (229 mi) 70 kWh consumption 214 Wh/km, so 21.4 kWh/100km We have reached 50% in below 11 minutes. We know this value from somewhere The Taycan does its job at the charging station very reliably. Hans, what percentage have you arrived at? I came in with 13%. That doesn’t make for beads of sweat on your forehead. it’s quite amazing how performance collapses due to the harsh weather conditions. Temperature was not the problem. Batteries where warm. But the wind! The tailwind and the side wind destroyed the performance. Our test at 120 kph (75mph) resulted in a consumption of 21.8 kWh/100km for me. At warm weather the consumption would be around 20.5. kWh/100km. That was the result today given the weather conditions. Outside temperature between 4 to 9 degrees Celsius (39 to 38 degrees Fahrenheit) – not a lot. Inside temperature only 19 degrees (66 degrees Fahrenheit) We are EV drivers – we wear jackets and don’t need 22 degrees (72 degrees Fahrenheit) You saw the charging speed: 21 minutes to 80% Well, it’s just fascinating I hope that we can expect this performance soon with other vehicles as well. Relative to the battery size of course. I hope nothing’s going to break when you’re charging so fast. that the battery really holds up. otherwise really inspiring. that’s the way it has to be. With the Ionity HPC chargers with 800 Volts technology. with the fast charging technology. The only thing is: When I am on the road with my wife. we’d never make it. 20 minutes we’ve been running. we would like to have it a little more comfortable. 30 minutes and then it’s fully charged – that would be enough for us. Glad you could make it. thank you so much. I hope you enjoyed it. Of course, Stefan. And if you do something like that again, I’d love to be there As you know it: let’s check the facts and do the analysis. Cruising speed was 120 kph (75mph) if traffic allowed. Average speed was 110 kph (68 mph). We show you the speed profiles of the first two laps. After that the GPS had a malfunction – sorry for that. Traffic flow was comparable, rather a bit better on the following 2 laps. The last 7 km (4mi) were relatively slow 50 to 60 kph (31 to 37 mph) – you saw that. On the country road – that’s all there was in it The consumption for both cars was reduced slightly after decimal point. Both cars drove the same distance. According to the board computers the Model S drove 5 km further. That is why we have corrected the values to the same value We took the Model S displayed distance as the basis. The reason is that the Model S was very close to the GPS speed data. The Taycan had a 2 kph difference. In order to drive 120 kph on GPS the Taycan needed to show 122 kph in the display. The Tesla Model S drove from 100% down to 13% 369.1 km (229.3mi) The following consumptions result from the distance correction Model S: 21.4 kWh/100 km so the value the car showed at the end. The Taycan showed 23.9 kWh/100 km Taking the corrected distance into account the consumption was 23.6 kWh/100km That means approximately 10% higher consumption compared to the Model S. The wheels had different sizes, but we don’t expect a major impact on the consumption. The Taycan had one inch more, namely 20-inch wheels. the Model S with 19-inch wheels. But the Taycan had aero design wheels. The Model S had the standard wheels. Let’s take a look at the calculated total range of both cars, if we drove the cars from 100% to 0%. The Taycan got 2% on top because it started at 98% Based on the consumption in our test, the Model S would drive 424 km (264 mi)
based on a full charge. the Porsche Taycan would drive 376 km (234 mi) So, the difference at this speed is 48 km (30 mi) more for the Model S. That equals 13% more. All under winter conditions with strong winds. So, values that will easily exceed both vehicles in summer. how does the range compare to the specified standard consumption? Let’s start with the Taycan. In the American EPA test, the Taycan was certified a standard range of 323 km. In our US highway maximum speed limit test the Taycan exceeded this value by 53 km (33 mi). So, 16% more than EPA. The Porsche Taycan has a WLTP range
of 381 to 450 km (234 to 280 mi) In our test the car missed
the lower threshold by only 5 km (3 mi). Porsche remains true to its tradition
in performance parameters: Promise little and deliver more How’s tesla? The Tesla Model S Raven in this test has an EPA range of 348 mi that equals 560 km. The WLTP range is 593 km (369 mi). In our test the Model S drove 136 km (85 mi) or 24% less than the EPA rating. And 169 km or 28% less than the WLTP range. In this respect these are not bad values and the deviations are also plausible The key words are wind and winter. As we see, such standard ranges have little to do with the real ranges on long distance trips. The Porsche Taycan is probably the only EV that has more range at 120 kph than the EPA, which is driven at low speeds. something else stands out in the analysis the Model S has about 10% more
usable battery capacity on paper And it is about 10% more efficient. Then why is it only going 13% further? The explanation lies in the surprisingly high net withdrawal of the Porsche Taycan. We had the same effect in our range test with 150 kph (93 mph) against the Tesla Model 3. You find the link to the video in the right upper corner. Let’s take a look on the figures. Model S Raven. In theory 92.3 kWh net withdrawal In our test from 100% to 13%, 79 kwh were withdrawn If we put the 13% on top, we get a value of 90.8 kWh for the complete battery. For winter that is a fairly good value, we heard it in the test: the battery was at 30 degree Celsius (86 degree Fahrenheit) due to driving and supercharging. The Taycan 4S with the big battery has 83.7 kWh net withdrawal on paper. In our test we had a withdrawal of 87 kWh If the information displayed in the board computer is correct. Because we did not measure the kWh, but we extrapolated the kilometers with the consumption per kilometer. what does that mean? We only have 2 possible explanations: either Porsche indicates a too high consumption in the board computer, that the car is in fact more efficient, than displayed. Or the battery actually spits out
more current than indicated. What is your opinion? so much in advance: The car was a normal production vehicle, without special entry in the registration certificate. I checked that. we now take a look at the prices of the two vehicles The Taycan S in this test costs about 139,500 Euro In a separate configurator video, we strip down the extras to 125,000 Euro what we have thrown out, you can watch in the video – link in the upper right corner. The Tesla Model S Raven Performance starts at 104.000 Euro Including all extras 120.000 Euro. Currently Tesla is taking the lead in terms of range. But the Taycan surpassed the Model S quite impressively at the charger. But at Tesla they are currently starting to increase the charging power in the supercharger network. It is possible that Model S and X of the current generation will also benefit. There may soon be a software update that will give existing vehicles a few more kilometers of range. And for April, the so-called Tesla Battery Day is announced. We are excited which larger battery sizes will be announced for which vehicles. Currently, Tesla has the better fast charging network in Europe. But Ionity and also other players are constantly expanding their network. The user experience when charging is currently outstanding at Tesla. Plug it in and off you go, that is currently only available at Tesla. Newly sold Tesla Model S and X currently still charge for free on Superchargers throughout Europe. For Taycan owners Porsche offers the Porsche Charging Service. At Ionity chargers the kwh costs 0.33 Euro Later an annual fee of 179 Euro will be charged. But the first 2 or 3 years are free of charge. We are pleased to witness,
that there are apparently two brands that have entered into a competition
for technological leadership. this is also the view of Hans He thought the Taycan was cool, but his car remains a Tesla. Porsche convinces with sporty qualities and currently also significantly faster charging. Tesla offers significantly more space, greater range and, since the price reduction a year ago, significantly lower prices than Porsche. But when Porsche introduces a cheaper model at the lower end of the price scale, the price difference becomes smaller. that’s supposed to happen this year. As you can see: exciting days at nextmove. Subscribe to our channel: next week we are going to test several compact cars. But there will be also Taycan videos, e.g. a complete charging curve at the Ionity charger See you next time.