It’s been more than a year since I last drove a Porsche Taycan, the electric saloon I found its speed and drivability absolutely fantastic, and aside from the stream of words uttered every time I hit the gas pedal, I almost lost my words to describe it – she . This time around, there’s another Taycan lined up for me, and while it’s not quite as powerful as the first Turbo S (which, being electric, is bereft of a turbocharger, but let’s not get into that) at least I have an idea of what to expect.
But before I begin, a brief summary. Porsche’s first all-electric competitor — we’re told its name derives from Turkish for “lively young horse” — first saw the light as the 2015 Mission E concept which, with very few exterior changes, eventually emerged as a full production car in late 2019. A full-fledged four-door saloon/coupe carrying the same number of full-size passengers, the design of the Taycan represents by far the company’s most successful foray beyond the two-seater, with sharp, streamlined lines that only mirror those of the 911 Carrera. of their attempt to enslave their monkeys (unlike the sadly convex first generation of the Panamera). Under the skin, it has a lot in common with a similarly sized Audi – and it must be said, equally handsome – the e-tron GT. Thus, a massive battery occupies most of the floor between the front and rear wheels, either with one rear-mounted engine on the regular Taycan or two engines on the 4S models, Turbo, and Turbo S, one at the front wheels and one at the front wheels. Back.
In between my first and last descents, Porsche added a second body style to the lineup, blurring the line between station wagon and SUV. Dubbed the Cross Turismo, it features a shooting brake-like rear end reminiscent of that of the Panamera Sport Turismo, which gives it some useful extra load capacity, and blends in very well with the Taycan’s sleek silhouette. But as a measure for the Chelsea tractor brigade, the suspension was raised by as much as 30 cm, and extensions were added to the wheel arches in the style of Audi Allroad.
Fortunately, the end result is still a very attractive car, which blends in well with its extended rear roofline and large C-pillars with its strong rear flanks. In fact, in pure design terms, I think the Cross Turismo sets it up perfectly—and the test car’s five-spoke alloy wheels created the group nicely.
Today I’m driving the 4S, one step up from the base car, with all-wheel drive provided by the two electric power units, which can take in up to 563 horsepower and more, plus a 93 kW lithium-ion battery. 630 Nm when using launch control. Interestingly enough, the rear-wheel drive powers a pair of wheels through a two-speed automatic transmission, as opposed to the single-speed arrangement of every other electric car I can think of. Despite the Taycan’s plush profile, however, all of that hardware plus the extra sheet metal emerging from the stretch ceiling means a heavy weight penalty – to be precise, it tipps the scales at 2,220kg, and you can probably do more damage to your waistline than During the raid the long list of options.
In the cabin, and especially the front seats, the Cross Turismo looks just like a proper Porsche. With all-black trim, the interior would be crepuscular were it not for the large glass roof panel, while the raised center console houses a battery of tactile buttons that control settings such as suspension, stability and “gravel” (the latter comes as part of an optional off-road package) – and contribute The bucket seats are in a pleasant feel of comfort and a driving position that is hard to improve. While it’s not stunningly luxurious, it’s elegant and beautifully built – and thanks to the slightly raised roof, there’s plenty of room for passengers in the back.
What seems odd when you’re behind the wheel is the lack of Porsche’s signature analog tachometer in the center of the digital instrument display: electric power naturally makes that a relic of the past, so instead we get a set of TFT displays stretching across the dash. This means the front passenger can either swipe through the music on the audio system or alert you – the driver – to go too fast, if you are alerted by the reading provided by an additional speedometer. That little round dial on top of the dashboard, by the way, isn’t the usual Sport Chrono package’s stopwatch/watch, but rather a compass that closely matches the Cross Turismo credentials to go anywhere. The drive settings, as with petrol and hybrid cars, are controlled by the familiar circular steering wheel selector and, for obvious reasons, there is no shift lever on the console; Instead, the front and rear are controlled by a switch on the dashboard.
All of this leads us to the question of how the Taycan 4S Cross Turismo actually works. Thumbs up the start button, and no matter how compulsively illuminates the instrument panel, there is no visible result – until the lever is turned downward, the accelerator is gently pressed and it turns off silently. The complete absence of sound is a clear departure from the standard Zuffenhausen, but the perfectly sized steering wheel reacts with the speed, precision and weight it should for a Porsche driving. Although the raised suspension means we ride higher than we did on the 911, it’s hard to feel that way, and since I pile on the power I’m rewarded with acceleration that is instantaneous and linear smoothly. The speed increases relentlessly, like a jet plane on takeoff – or perhaps I should say because I vaguely remember a jet plane taking off, and I haven’t been on it in over two years.
The 4S may not occupy quite the insane dynamic zone like its faster and more expensive sibling, the Turbo S, but a sub-five-second 0-100 km/h time without resorting to launch mode is still impressive at over 2 tons, as is the 240 top speed. In fact, this is a car that goes as fast as anyone reasonably needs. However, moving all that weight involves the inevitable compromises in range – Porsche claims it’s 450 kilometers on a full charge, which is way beyond the Turbo S’s, but still doesn’t sound great for what could be considered a suitably long-legged car. car.
During my time with the car, I didn’t bother to switch the drive mode console from the normal setting, providing the perfect balance between performance, handling and comfort. Body control is great, and the three-chamber air suspension effectively smooths all but the most serious bumps. Although there’s a Porsche badge up front, it can’t really be considered a sports car – it’s simply too big and roomy – but it’s certainly sporty and offers heaps of engagement and fun more than an electric car could ever imagine. As a package, I would venture that it is close to perfect.
In Tesla’s home market, customers have already received the message, as sales of Porsche electric in the United States now exceed those of the Model S and X combined; Notably, the Taycan also outperforms the classic 911 in several key markets. In fact, the Taycan, whether in sedans or wagon/brake variations, moves goalposts further in almost every direction you can think of—except for the range—with the Cross Turismo version offering more capability and better looks. It represents the gold standard for electric vehicles – and at the moment there is not a single vehicle of this type that performs better.
Porsche Taycan 4S CROSS TURISMO
engine Two electric motors, one at each axle, and a 93 kW battery
transition 2 speed automatic
maximum force 563 hp
maximal agitation 650 Nm
maximum speed 240 km/h
acceleration 0-100 km/h in 4.1 seconds
empty weight 2,245 kg
price of approx. 517.00000 THB
Find out more here.
This story first appeared on Prestige Online Hong Kong.