Porsche has taken the wraps off of the interior of the all-new, all-electric Porsche Taycan ahead of its world debut September 4. Gone are the buttons and the clutter. This is a minimalist and sleek interior for the modern digital age.
Porsche released Thursday several images of the interior. Earlier this week, TechCrunch was among numerous media outlets that got an up close view of the interior (along with some other things we can’t talk about) and a chance to play around with the infotainment system.
Porsche didn’t just slap a bunch of screens in and call it a day. Here are the inside details and what stood out.
At first glance, the dashboard might give viewers a twinge of deja vu. And they wouldn’t be wrong.
Designers used the dashboard from the 1963 Porsche 911 as inspiration. And that’s evident in the pictures below, which shows a clean and sleek dashboard.
The 911 DNA is evident. But this isn’t some throwback. This is a modern vehicle with its own design story, which includes horizontal digital screens that are sandwiched between the upper and lower dash lines and stretch all the way over to the passenger seat.
The elevated center console stretches down from the horizontal central screen to two air vents that are not the mechanically-operated louvres found most vehicles today. Instead, the direction of the airflow is controlled digitally via an 8.4-inch touch panel that is located just below the central screen. This touch panel houses the climate control system and includes a track pad with haptic feedback. The trackpad can also be used for quick address inputs.
Tucked under the touch panel is a small flat space to place a wallet or phone. Two cups holders and then a storage unit, which is equipped with wireless charging and two USB ports, completes the center console.
Porsche’s design team repeatedly talked to TechCrunch about the emphasis on the driver. And that shows. (The design team worked on the interface alone for 3.5 years.) Although there are plenty of passenger features here as well. From the driver’s seat, everything is in reach and without constantly looking over to the center display. Natural voice integration courtesy of Nuance is activated by a “Hey Porsche” trigger or simply pressing the voice button on the central display or dedicated button on the steering wheel.
The minimalist design continues to the all-digital instrument cluster. This free-standing panel, which houses the instrument cluster, has a slight curve to it. Interestingly, it doesn’t have the standard cowl or lip that is often used to prevent reflection. Instead, Porsche used glass coated with a vapor-deposited, polarizing filter.
Inside the 16.8-inch cluster display, the driver will see three round instruments that display information. Drivers can customize what each of these instruments displays. Drivers can also remove the information for a more streamlined look in “pure mode.”
This pure mode displays only essential information such as speed, navigation or traffic sign recognition (so you know what the speed limit is). Pure mode, which manages to give the interior an even more minimalist look, could be a handy and fun feature for a Taycan owner on track day.
Perhaps one of the most functional features is the map mode. The map replaces the central power meter in this mode. But it really becomes useful when “full map mode” is turned on, which extends the map across the full display. TechCrunch wasn’t allowed to take photos of the interior during its visit to Porsche North America headquarters, so readers will have to imagine it a digital map taking up most of the instrument cluster.
Finally, just to the left and right of the main instrument cluster, drivers will see small, touch-control fields at the edges of the screen for operating the light and chassis functions. One of these buttons is a trigger key, which lets drivers customize what it operates.
The Porsche Taycan has several screens. Oh, so many screens. Beyond the digital instrument cluster is a horizontal 10.9-central display. Directly below this is a tilted screen that houses climate control as well as a digital track pad that gives haptic feedback.
From the central screen and moving to the right, is a display for the passenger. The passenger display cannot be turned on if the driver is the only one in the vehicle, according to Oliver Fritz, director of driver experience at Porsche.
Porsche is experimenting with streaming video on the passenger display. This likely won’t be available when Porsche begins delivery before the end of the year. But could be rolled out in future over-the-air software updates. For now, the company is testing technology that would prevent the driver from being able to view the screen. Fritz emphasized that this idea was still in testing and Porsche won’t roll out streaming video unless it’s sure the driver cannot see the screen.
Porsche designers have made “dark mode” the default in the instrument cluster and rest of the infotainment system. That can be changed to a white background, Porsche said. TechCrunch doesn’t recommend that though. The dark mode, and the ability to turn off the central 10.9-inch infotainment display and optional passenger one, should let drivers enjoy the road and escape the annoying “blue light” that is emanates from so many vehicles these days.
Porsche will offer a number of color combinations in the interior, including an all-black matte look, which TechCrunch viewed. The company’s design team didn’t reveal the total number of interior color combinations, but they did list a few. There will be four exclusive interior colors for the Taycan, a black-lime beige, blackberry, Atacama beige and Meranti brown. An optional interior accent package will include black matte, dark silver or neodyme, which is like a champagne gold color.
The doors and center consoles can have wood trim, matte carbon, embossed aluminum or fabric.
The company is also offering a leather-free trim interior, which includes the steering wheel. Porsche designer Thorsten Klein was careful not to call it vegan. He told TechCrunch that even synthetic materials can be treated using animal products. Porsche is pushing to source materials that don’t use these processes, but until then Porsche won’t use the vegan term.
Earlier this week, Porsche announced it will integrate Apple Music into the Taycan, the first time the music streaming service has been offered as a standalone app within a vehicle.
But Apple Music is just one of the many features in the infotainment system. The user interface is laid out to always show a home, vehicle and messages button, which will lists notifications coming into the vehicle. The voice feature can also be used so the driver doesn’t need to glance at the screen.
Other buttons on the central screen include navigation, phone, settings, climate, news, calendar, charging information, weather and Homelink, which can be used to open the owner’s garage door.
Porsche’s venture arm has acquired a minority stake in TriEye, an Israeli startup that’s working on a sensor technology to help vehicle driver-assistance and self-driving systems see better in poor weather conditions like dust, fog and rain.
The strategic investment is part of a Series A financing round that has been expanded to $19 million. The round was initially led by Intel Capital and Israeli venture fund Grove Ventures. Porsche has held shares in Grove Ventures since 2017.
TriEye has raised $22 million to date. Terms of Porsche’s investment were not disclosed.
The additional funding will be used for ongoing product development, operations and hiring talent, according to TriEye.
The advanced driver-assistance systems found in most new vehicles today typically rely on a combination of cameras and radar to “see.” Autonomous vehicle systems, which are being developed and tested by dozens of companies such as Argo AI, Aptiv, Aurora, Cruise and Waymo, have a more robust suite of sensors that include light detection and ranging radar (lidar) along with cameras and ultrasonic sensors.
For either of these systems to function properly, they need to be able to see in all conditions. This pursuit of sensor technology has sparked a boom in startups hoping to tap into demand from automakers and companies working on self-driving car systems.
TriEye is one of them. The premise of TriEye is to solve the low visibility problem created by poor weather conditions. The startup’s co-founders argue that fusing existing sensors such as radar, lidar and standard cameras don’t solve this problem.
TriEye, which was founded in 2017, believes the answer is through short-wave infrared (SWIR) sensors. The startup said it has developed an HD SWIR camera that is a smaller size, higher resolution and cheaper than other technologies. The camera is due to launch in 2020.
The technology is based on advanced nano-photonics research by Uriel Levy, a TriEye co-founder and CTO who is also a professor at the Hebrew University of Jerusalem.
The company says its secret sauce is its “unique” semiconductor design that will make it possible to manufacture SWIR HD cameras at a “fraction of their current cost.”
TriEye’s technology was apparently good enough to get Porsche’s attention.
Michael Steiner, a Porsche AG board member focused on R&D, said the technology was promising, as was the team, which is comprised of people with expertise in deep learning, nano-photonics and semiconductor components.
“We see great potential in this sensor technology that paves the way for the next generation of driver assistance systems and autonomous driving functions,” Steiner said in a statement. “SWIR can be a key element: it offers enhanced safety at a competitive price.”
The announcement illustrates the latest efforts by Porsche to focus on digital entertainment in its vehicles as well as its further alignment with Apple.
The Apple Music integration will begin with the hotly anticipated Taycan. However, the relationship between Apple and Porsche won’t end at there, Porsche North America CEO Klaus Zellmer told TechCrunch.
Apple CarPlay, an app that brings the look and feel of an iPhone to the vehicle’s central screen, is already offered in new Porsche models, a list that will include the Taycan. And like the rollout of Apple CarPlay, a fully integrated Apple Music app will eventually make its way into the rest of the Porsche lineup.
The intention is to give all Porsche customers the “same bandwidth of services,” he said, adding that Apple Music will be introduced into new vehicles that have the technology to integrate the streaming services. It was a sentiment echoed in a statement by Porsche AG board member Detlev von Platen.
For now, the partnership between the two companies will give Taycan owners access to Apple Music — and its 50 million songs, Beats 1 live streamed radio station and curated playlists — through the vehicle’s touchscreen display or its voice assistant. Apple Music, which costs $9.99 for an individual membership, recently surpassed 60 million subscribers.
The integration means more than an Apple Music app icon popping up on the Taycan’s digital touchscreen. The company wanted the experience to be seamless, meaning no wonky sign-ins, phone pairing or separate accounts. Instead, Porsche is linking an owner’s Apple ID with their Porsche Taycan ID. Apple Music content in the Taycan will be identical to what’s on the user’s iPhone app.
Apple Music in the Taycan can also be accessed via Porsche’s voice assistant, which will let users request songs, albums, playlists, or radio stations.
New and existing Porsche owners will be given a free six-month subscription to Apple Music, another hint that the integration will eventually reach other vehicles in the German automaker’s portfolio.
Once that period expires, owners will have to pay for the streaming service. Although if Taycan owners reflect Porsche’s larger U.S. customer base, it’s possible that many already have a subscription. More than 80% of the U.S. Porsche customers also have iPhone, Zellmer told TechCrunch.
Porsche said it will also give Taycan owners three years of free in-car internet.
“None of our customers will have to worry about data consumption while streaming,” Lars Buchwald, director of sales and marketing at Porsche Connect for Porsche AG, said during an event Monday at Porsche’s North America headquarters in Atlanta.
Apple is a natural fit for Porsche, Zellmer said, noting that the brands of the two companies are closely aligned with their parallel focus on design, technology and innovation.
Both brands also share a closed system ethos. For instance, Porsche doesn’t support open source-based Android Auto, the competitor to Apple CarPlay. And while that doesn’t mean Apple Music will be the only app ever integrated into the Taycan or other Porsche vehicles, they will likely be few and far between.
“Generally speaking, we always want to be in control of that system for privacy reasons,” Zellmer said. “We don’t want our customers to be approached with marketing or advertising messages that are not relevant or adequate. We will always be very cautious about whom we grant access to our digital ecosystem in our cars. Another reason why Apple is our partner is because they have exactly the same attitude.”
Porsche Digital, the subsidiary of car maker Porsche, is opening its second U.S. location after launching its first in 2017 in Silicon Valley. The second North American office for this software and digital product-focused wing of Porsche will open in Atlanta, which is also the seat of Porsche’s North American car business. Porsche Digital cited proximity to their auto business headquarters as one reason they picked Atlanta, but also pointed to Atlanta’s “local tech talent” and “robust and constantly growing startup and tech sector” as key factors in its selection.
The need for a second office is specifically about serving the U.S. market, Porsche Digital notes, and the company expects to have 45 employees total in the U.S. across both offices within the next year. The subsidiary overall has 120 employees worldwide, with offices in Berlin, Shanghai and Tel Aviv, as well as the U.S.
Porsche Digital focuses on creating software and digital products for the automaker’s customers, but it’s actually probably more valuable to its parent company as a sort of distributed tech talent scouting and business development arm of the company. Its offices definitely occupy global hotspots when it comes to startup tech companies, and having a permanent presence in these locations has got to come in handy when looking to attract engineering talent and potential acquisitions of complementary early-stage companies.
Porsche has secured 30,000 deposits for the Taycan more than a month before the German automaker will unveil the all-electric sports cars, numbers that suggest there’s enough demand to support the company’s plans to produce 40,000 units in its first year.
Porsche initially targeted 20,000 Taycan electric vehicles for the first year of production. But interest in the vehicle prompted the automaker to double its planned annual production to 40,000 in its first year. Reservations require a 2,500 euro deposit ($2,785).
If Porsche is able to produce and then deliver 40,000 Taycans in its first year of production, the electric sports car would leap ahead of some of its iconic internal combustion models, including the 718 Boxster and the 911. Porsche sold 35,573 911s and 24,750 718 vehicles globally in 2018.
The Taycan would still trail Porsche’s other popular crossover and SUV models such as the Cayenne and Macan.
The Taycan could also put pressure on the Tesla Model S, the popular luxury electric sedan that has long dominated this niche in the industry. Tesla combines Model S and X delivery numbers. In 2018, the company delivered 99,394 Model S and X vehicles.
The Model S has had a number of updates since production began in 2012, but it hasn’t had a significant facelift since April 2016 when the front fascia was changed to look more like the Model X.
Tesla CEO Elon Musk said earlier this month that the company doesn’t plan to “refresh” its Model X or Model S vehicles. In automotive speak, refreshed typically means small revisions to a vehicle model that extend beyond the typical yearly updates made by manufacturers. A refresh is not a major redesign, although there’s often a noticeable change to the vehicle model.
The company will make minor ongoing changes to the luxury electric sedan and sport utility vehicle, Musk said at that time. Even with those continuous updates, potential customers could opt for the newer Taycan.
Porsche isn’t resting on the novelty of its first electric vehicle to drive sales. The company is rolling out other incentives, notably plans to give owners of the Taycan three years of free charging at hundreds of Electrify America public stations across the United States. Electrify America is the entity set up by Volkswagen as part of its settlement with U.S. regulators over its diesel emissions cheating scandal.day.
The automaker also is making an additional $70 million investment to add DC fast chargers to Porsche dealerships.
The BMW i8 is a lovely vehicle to drive even though it’s lacking. It hugs the road and commands attention. It’s thrilling in a way that few cars can achieve without speed. Sure, it’s quick, but it won’t set track records or quarter-mile times. It just feels great to drive.
By the numbers, there’s little reason to buy a $164,000 BMW i8 Roadster. Want speed? Buy a Porsche 911 Turbo for $161K or Corvette ZR1 for $123K or Nissan GT-R for $112K. Supercar aesthetics? Get an Acura NSX for $157K. Want all-electric? Get a Tesla Model S. All are faster and cheaper than the BMW i8.
The BMW i8 is just a stepping stone in BMW’s history. An oddball. It’s a limited-edition vehicle to try out new technology. From what I can tell, BMW never positioned the i8 as a top seller or market leader. It was an engineer’s playground. I love it.
BMW released the first i8 in 2014 when the automotive scene looked different. Tesla was still a fledgling startup with only the Model S in its lineup. GM was working on the second-generation Chevy Volt. Hybrid powertrains seemed to be the answer, and BMW followed suit with the dual-power in the i8.
In 2015 I took the just-launched i8 from Vegas to LA in an epic, one-day adventure that took me through the Mojave Desert and Joshua Tree National Park. It was a great way to appreciate the i8, and now that the model is on its way out, I wanted another go in the car.
This time, I had an i8 tester for a week. I took my kids to school in it, I got groceries with it and, in between rain storms, I lived my best life with the top down on in this $164,000 droptop.
It’s a lovely car and garners attention like nothing else in its price range. I noted this several years back when driving the i8 down the Vegas strip. The i8 is stunning and always draws a crowd. For my money, there isn’t a car that gets more attention.
The sheet metal flows as if a master glassmaker made it. It’s beautiful. The front end is aggressive and direct. The sides flow with precision to a back-end with some of the most unique tail lights available. The exhaust — remember, this is a hybrid — exits behind the rear window through a metal grate.
Don’t let its go-fast exterior oversell the capabilities though. The i8 is not as fast as it looks.
The i8 isn’t a quarter-mile racer. This is a hybrid sports car with the heart of a grand tourer. This isn’t a car you want to take to a drag strip, but it could be fun at a track day. It’s a carver. Its low center of gravity lets it embrace the road. It’s silky through flowing corners.
Behind the wheel, the i8 is easy to love. The hybrid powertrain is smooth and free of drama. Hit the gas and go. Click the transmission to sport mode and it’s quick, but not fast. And that’s okay with me.
BMW got the inside of the i8 right. For a two-seat exotic, the i8 is comfortable and functional as long as the driver doesn’t need to transport golf clubs. The scissor doors open with little effort and offer enough room to enter and exit the car. The seats are supportive and comfortable. This 2019 version is equipped with BMW’s latest infotainment system, which is among the best offered in the industry. There is very little storage available in the Roadster variant that ditches the back seats for the droptop storage. The trunk can hold four six-packs and nothing else.
When I drove the i8 in 2015, I stated that this was a car someone should buy only after they have their Porsche 911. That’s still true. While the i8 is easy to love, there are other vehicles available that offer more thrills and functionality.
The i8 is easy. Drivers shouldn’t be afraid to push the powertrain. It won’t bite, but it will provide plenty of excitement in sport mode. The i8 doesn’t require the skill of other vehicles in its price range. If a Porsche 911 Turbo or Corvette ZR-1 is too much car, look at the i8. Or the Audi R8 — another sports car I found easy to boss around.
After a week of living with the i8, its performance was secondary to the experience. I’m convinced that the i8 doesn’t need raw speed to be enjoyable.
In 2014 BMW proclaimed the i8 to be the car of tomorrow, available today. And in some regards it was. The i8 was one of the first mass-production vehicles to pair an electric powertrain to a gas engine in the name of performance. Since then, nearly every exotic automaker is doing the same in various formats.
The i8 still feels like it’s a different type of vehicle than anything else available. It feels green. It feels healthy. But in the end, the i8 still relies on a dirty internal combustion engine while there are faster, better-equipped vehicles available that run on just electric motors.
Rumor is BMW is not making a direct successor to the i8, but the automaker will likely make an all-electric sports car. Eventually. And that would change everything. With just electric motors, a BMW coupe could offer serious speed while being more friendly to the environment. A pure electric i8 could be a game changer and a legitimate speed demon.
The 2019 i8 is a lovely vehicle and could bring serious enjoyment to the right person with its easy powertrain and stunning looks.
Car shoppers now have several new options to avoid long-term debt and commitments. Automakers and startups alike are increasingly offering services that give buyers new opportunities and greater flexibility around owning and using vehicles.
In the first part of this feature, we explored the different startups attempting to change car buying. But not everyone wants to buy a car. After all, a vehicle traditionally loses its value at a dramatic rate.
Some startups are attempting to reinvent car ownership rather than car buying.
My favorite car blog Jalopnik said it best: “Cars Sales Could Be Heading Straight Into the Toilet.” Citing a Bloomberg report, the site explains automakers may have had the worst first half for new-vehicle retail sales since 2013. Car sales are tanking, but people still need cars.
Companies like Fair are offering new types of leases combining a traditional auto financing option with modern conveniences. Even car makers are looking at different ways to move vehicles from dealer lots.
Fair was founded in 2016 by an all-star team made up of automotive, retail and banking executives including Scott Painter, former founder and CEO of TrueCar.