When asked to name how much weight a world-class driver’s car could carry around with it in 2020 without stretching the bounds of dynamic credibility, the Autocar parish might ordinarily agree on a figure of 1500kg. But ask someone who’s just got out of a Taycan Turbo S where that particular kerb weight ceiling lies and we’d bet they couldn’t tell you. They’ll simply be too busy trying to fathom how a car this heavy can be made to handle with the incredible level of composure and precision, the natural chassis balance and the fluent poise you would normally associate with a car weighing nearly a tonne less.

On both road and track, but especially on the road, this car’s handling is nothing short of astonishing. The way in which it controls its mass is effortless – quite the opposite of what you expect, given how much of it there is to marshal. And yet the car remains supple and absorptive over bumps and undulations, but ever level, ever on top of its body movements, and surprisingly balanced and keen when changing direction. The chassis can get just a little bit floaty over really big inputs taken at speed. Even so, a burly builder carrying a brimful bucket of wet cement up high and close to his chest is the image that springs to mind; barge him if you like, but he’s got it – and he’s not spilling a drop.

Longer bends can be taken in balletic style, with a quite delicate amount of attitude in the car cued up on a trailing throttle, and then developed, as you exit, with power

The car’s steering is perfectly weighted and has enough tactile feel to keep you well informed about grip levels. It feels so typical of Porsche for its blend of accuracy, honest linearity and feedback, and yet it also manages to filter away any unwanted side effects of the car’s active roll cancellation, four-wheel drive and four-wheel steering systems. All you perceive is fluent precision, crisp turn-in, laudable mid-corner balance and well-matched traction, stability and dynamic poise as you accelerate away from the apex.

The air suspension automatically adjusts for ride height, but it does occasionally oblige you to check which of the car’s modes you’re using when you encounter sleeping policemen, high kerbs or steeper driveways. You can sometimes inadvertently scrape the Taycan’s nose when using Range mode (which adopts the lowest ride height), and you’ll find its ride composure at speed is better in Normal or Sport.


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Driving the Taycan at the limit confirms what you began to perceive about its handling on the road: that it really does have remarkably well-balanced grip, taut lateral body control and smart chassis response for a car so heavy – albeit, perhaps, slightly less outright adhesion than something like a BMW M8 Competition or Mercedes-AMG GT 63. We started on the Dunlop circuit at MIRA with roughly 70% charge in the batteries and, after roughly 15 laps, the car was almost dead flat. But, frankly, you’d have to manage the brakes carefully to ‘track’ it for much longer than that because they do display some symptoms of fade.

The car’s track handling itself is remarkably good, though. It resists roll consistently well before sliding gently into neutrality and then gentle balanced-throttle oversteer, as your cornering speed increases. Slides can quite easily be developed using the throttle with the systems off, provided you avoid big steering corrections.

Comfort and Isolation

The Taycan’s seats have extendable cushions and adjust and support in every which way you’re likely to want them to, and they would be perfectly comfortable over long days at the wheel.

The ride is surprisingly well isolated for a car so heavy and sporting in brief, perhaps partly as a result of the damping effects of that big underfloor battery.

But it is also strikingly fluent over uneven surfaces – as long as you select the correct driving mode with which to tackle them. Since the car’s Range and Sport Plus modes sacrifice 22mm of ride height, they leave the suspension slightly short on the travel necessary to deal perfectly with bigger and sharper B-road inputs (although both work very well on smoother roads). Normal and Sport modes correct that situation very simply.

The car isn’t totally flawless from an ergonomic standpoint. The placement of the tiddly gear selector on the dashboard, obscured as it is by the steering wheel rim, makes it tricky to locate until you’re used to doing so without looking. And when it comes to flicking on your headlights or tweaking the damper setting, the lines of capacitive ‘buttons’ around the fringe of the glassy instrument binnacle do seem, at times, poor substitutes for easily grabbed physical switches.

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