Porsche Taycan Turbo S: Road Review | Carfection 4K

Porsche have made their first all-electric car and Henry Catchpole took the Taycan Turbo S for a drive to see it it truly drives like a Porsche should. Subscribe for more Carfection videos: http://bit.ly/1V1yFYX Don t forget to hit the 🔔 Like on Facebook: http://on.fb.me/1RvTdL4 Follow on Twitter: http://bit.ly/1JUAgiI Instagram: https://www.instagram.com/carfectionfilms/ Has there been a more anticipated Porsche in modern history? More desirable? Sure, I think most folks would rather take home a Porsche 918 than this electric Taycan, but all the buzz and chatter about that car and its relative position within the then-Holy Trinity of hypercars doesn t begin to approach the anticipation that s been brewing since the Taycan was still a sultry prototype called the Mission E. The volume of that buzz has only been increasing as the EV performance wars have intensified, battlefields spreading to engulf fabled racetracks: California s Laguna Seca on one side of the world and, on the other, the spiritual home of performance pissing contests: Germany s Nurburgring. It s been a fun (if extended) ride to get here, but it s time to move on past all that speculation because I ve finally had a day behind the wheel of a fully production-spec Taycan. That s not enough time to do a full review and readily compare all its merits with those of competition like Tesla s Model S. However, it is enough time for me to confidently say that the Taycan Turbo is very, very good -- but not without a few significant flaws. As is the fashion today, the Porsche Taycan is built around a skateboard-style battery pack built into what makes up the floor of the chassis. However, the Taycan is distinctive for a pair of what Porsche calls "foot garages." These two cutouts within the battery allow for lower rear seats, providing enough headroom for a 6-foot guy like me to squeeze into the back, albeit with no headroom to spare. The Taycan Turbo and Turbo S also rely on a pair of motors, one at the front and one at the rear, again a common layout shared with cars like the Tesla Model S. However, Porsche augments this with a two-speed transmission at the rear, the car noticeably upshifting under acceleration, usually somewhere around 50 mph. This shift, Porsche s engineers say, allows short gearing to accelerate hard off the line, while also providing greater torque on the highway, an area where many EVs struggle. How much acceleration? It s 2.6 seconds from 0 to 60 mph for the Taycan Turbo S, the non-S getting it done in a still-spine-cracking 3.0 seconds. Interestingly, though, that s about the only time you ll tell the difference between the two, as both the Taycan Turbo and Turbo S rely on the same motors and 93-kilowatt-hour battery. It s just the circuitry in between that differs, enabling the Turbo S to "overboost" to 750 horsepower in launch control. The Turbo puts down 670 hp in that condition. The rest of the time, both cars make do with a mere 616 hp.