2024 Porsche Taycan facelift review: The driver’s EV

The Taycan 4S goes up to 598hp and slashes the 0-100kph dash time to 3.7 seconds while the 884hp Turbo brings that time down to 2.7 seconds. Markets abroad will also get the 952hp Turbo S, and the wild 1100hp Turbo GT (0-100kph in 2.2 seconds)! It’s the 4S that’s my ride for the day. And the very first point of note? Performance. Responses are instant and the build of speed is ferocious. So much so that you’ll rarely get an opportunity to go full throttle. Given the space you can also use the Formula E-derived push to pass function. Pressing a button on the steering mode selector has the motors give their all for 10 seconds at a time.That’s an added 90hp over the standard 500hp and it’s brilliant fun to use. It’s just crazy the insane power electric motors have unlocked. Mind you, this Taycan 4S is second from the bottom in terms of power. Faster Taycans will require you to recalibrate your sense of speed. More powerful motors aside, the Taycan also gets a redone suspension. Air suspension is standard and an optional Active Ride function works behind the scenes to keep the ride flat. It'll even have the car lean into corners like a motorcycle to maximize grip and the suspension trickery works eerily well. The Taycan corners flat no matter what speed you’re doing and belies its 2.2 tonne mass. It’s crisp at the steering too, and grips the road as if its life depended on it.  In fact, you almost feel like you're always driving slower than the cornering speeds the Taycan is capable of. It really is the handling that separates the Taycan from other high performance EVs. But, and this is a complaint with all EVs, despite all the power, all the handling prowess and even this artificial noise, the driving experience isn't as emotive as you'd expect in a Porsche. it feels a bit distant and you don't want your Porsche to feel that way. The other cool bit? That Active Ride suspension has an added function of raising the car when the door is unlocked easing the process of getting in and out. Inside, the Taycan looks familiar with its three screen layout but the interface has been upgraded. The optional passenger display (the fourth screen) gets added functions and what’s nice is that a special coating means the contents of this screen aren’t visible to the driver. The rear seat is comfy with ample room. Just don’t expect to sprawl out here.  As ever, you can also spec your Taycan to your liking for a big price, though. Those buying the Taycan for its virtues as an EV will have much to like. Ride comfort is good, the cabin is quiet and the new range figures should do away with range anxiety. The new battery chemistry has also unlocked a higher charge speed up to 320Kw, and allows the Taycan to charge at a faster rate for a longer period of time too. Also helping the Taycan go the distance are aero tweaks at the bumpers, though the biggest giveaways to this being the latest version of the electric car are its subtly redone headlights now with standard fit Matrix LED tech. Taycan enthusiasts will notice subtle tweaks to the tail lamp internals while the glowing Porsche lettering is a cool detail. The updated Taycan goes on sale in India shortly and we expect prices to start at Rs 1.6 crore (estimated ex-showroom) with the Turbo S likely around 2.8 crore.   The neck snapping acceleration might not be enough to make converts of ardent petrolheads but for well heeled buyers open to going electric, the Taycan is arguably the most exciting choice around. It’s fast, handles like a Porsche should and even feels India-friendly in its ability to tackle bad roads. The latest iterations’ enhanced range and added performance make the package feel even more complete. To sum it up then, the Taycan remains electric and electrifying.

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