Parkers overall rating: 4.4 out of 5 4.4
  • Latest version of Porsche’s interior
  • Seriously reduced button count
  • Screens aplenty, including dials

The first major difference when you drop into the Taycan’s low driving position is the big on/off button you use to start the car. Then you’ll start the search for the diminutive gearshifter, which has been moved to the dashboard itself in order to free up space in the centre console.

From then on in though it’s a thoroughly modern take on the classic Porsche cockpit – specifically, says the manufacturer, the clean styling of the original 911 from 1963. While it’s true there are very few buttons, and the new free-standing instrument cluster is wider than the steering wheel, from there things start to diverge.

That instrument cluster is a new, cowl-free design based on an 16.8-inch curved digital screen. It features touch controls for the lights and suspension along the edges too. In the centre of the dash is the main infotainment screen that we’re used to, measuring 10.9-inches, and the option of another display to the left for the front seat passenger to use.

Porsche Taycan (2020) interior view

The door-to-door swathe of black plastic is a neat design touch but if you spec that second screen the effect is interrupted by breaks between them.

Another 8.4-inch touch screen below controls the air-conditioning and features a text input pad for entering addresses into the sat-nav and so on, plus there’s the option of another 5.9-inch screen in the rear to control the four-zone climate control.

Because this is a high-tech electric sports car there are obviously no mechanically operated louvres for the air vents – those belong in the past, says Porsche – meaning you now control the air flow from the climate screen (like a Tesla Model 3).

Continuing the zero tailpipe emissions theme there’s a choice of leather tanned by olives, which is less harmful to the enviroment, or the option to go completely hide-free, complete with flooring made from old recycled fishing nets.


  • Impressively wafty ride
  • Turbo is better than Turbo S
  • Figure hugging seats too

Despite the Taycan’s sporting potential it functions very well indeed as a comfortable cruiser – particularly the Turbo model with its smaller wheels. The Turbo S is a touch more fidgety on broken surfaces and also throws up a bit more tyre noise.

Porsche Taycan (2020) headlamp view

Where both cars excel is in providing a wind-noise-free cabin even at high speed thanks to a best ever drag coefficient – this is largely to improve efficiency but has the added benefit of allowing the Taycan to cut through the air with barely a rustle reaching the interior.

Obviously there’s very little engine noise save for a bit of whine when you’re really pushing hard, while a sporty sound generator is standard in the Turbo S model and provides a bit of bassy rumble to help reduce the disconnect between speed and silence. It also cancels out some of the more annoying electric drivetrain noises.

There’s a choice of seats of course and we found the sporty bucket items supportive and comfortable for a long journey, with the ability to set them low into the car for a tarmac skimming experience.