2024 Porsche Taycan turbo GT review

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Quick doesn’t cut it anymore in the high-performance car world.

If you don’t believe us, ask Porsche.

The 70-year-old sports car-maker has been hurt by the new breed of cheap EVs, mostly from China, that deliver levels of acceleration that would make a 911 Turbo blush.

Porsche’s fightback begins with facelifted all-electric Taycan that has undergone comprehensive updates designed to broaden the gap between it and equally quick rivals.

Every model is faster and can go further, with the added bonus of being quicker to charge (up to 320kW) while offering a better, more comfortable drive.

Porsche's wild new electric car

Spearheading the assault on the hearts and minds of enthusiasts is the new 815kW/1340Nm Porsche Taycan Turbo GT that has proved itself the fastest four-door ever to lap the Nurburgring, setting a time just two seconds shy of the fastest electric car, Rimac’s $3 million Nevera hypercar.

Capable of launching from 0-100km/h in just 2.2 seconds, the Turbo GT is one of the very quickest Porsches ever made.

But that is not enough, Porsche development driver Lars Kern says before escorting me on a hot lap in the GT.

“It’s not about the numbers anymore”, he says.

“That’s why we have to be better than everyone else – not necessarily for acceleration but on road and track.”

Kern grabs the right steering wheel paddle to activate the Turbo GT’s Attack Mode, providing full power for 10 seconds.

When he stands on the brakes, the Turbo GT’s bites hard on its carbon ceramic rotors. Shaving a cool 100km/h off our 260km/h approach, we hurtle into a tight right-hander.

Grip levels are outstanding, while dive under braking, pitch during hard acceleration and body roll through the corners are all noticeable by their absence.

According to Kern it’s the Active Ride suspension that plays the lead supporting role in the Turbo GT’s stellar performance.

Standard on the Turbo GT, the system blends air springs with interlinked adaptive dampers but deletes anti-roll bars. It works by pumping hydraulic oil within the damper to effectively cancel out unwanted movements.

For the Nurburgring it was initially too good at its job, which provided an alien experience, but dialling back its abilities soon gave Kern confidence.

Helping extract extra power, the Turbo GT uses silicon carbide as its semiconductor within its rear pulse inverter that allows it to handle up to 900 amps – up from the 600 amps for the old Turbo S.

With 50 per cent more current comes lots more power. So much, in fact, engineers had to beef-up the two-speed rear axle to cope.

The next performance enhancement is easier to understand.

The Turbo GT went on a diet, slashing 75kg by using carbon-fibre key components that include a pair of racing bucket seats.

More kilo-cutting was achieved by ceramic brakes and 21-inch rims.

A subtle front spoiler with aero blades and a neat adaptive rear spoiler increase stability at higher speeds.

Tick the (free) box for the Weissach pack and there’s a further 70kg saving but you lose the rear seats, driver’s side charging port, sound deadening, heat insulating glass and Bose stereo.

Maximising track performance, the Turbo GT grows a larger front splitter, extra underbody air bending and a fixed carbon wing that all generate up to 220kg of downforce.

In the flesh, the Taycan Turbo GT looks track-bred, like the latest 911 GT3.

On most tracks the EV is by far the quicker of the two.

Sitting low behind the wheel, despite boasting new infotainment hardware and other cabin upgrades, the fastest Taycan feels like bumping into an old friend.

But there is nothing familiar about the way it drives.

It feels far faster than Porsche claims. On circuit you never get used to the Turbo GT’s vicious thrust, nor how effective its all-wheel drive is at deploying all its power.

Easier to drive fast than you ever imagined and hugely entertaining, the Turbo GT isn’t as playful or adjustable as the very best super sedans.

Costing $416,600 plus on-road costs (about $450,000 drive-away) the Turbo GT is an eye-watering $42,400 more than the already ballistic 700kW Taycan Turbo S.

But considering its hypercar performance on track, the Taycan is a bit of a bargain.


PRICE About $450,000 drive-away

MOTOR Electric dual-motors, 815kW/1340Nm

WARRANTY/SERVICE 3-yr/unlimited, no capped servcing plan yet

SAFETY Eight airbags, auto emergency braking, adaptive cruise control, rear cross-traffic alert, lane-departure warning, lane-keep assist, blind-spot warning, attention assist and speed assist.

RANGE About 500km

BOOT 407 litres

SPARE Repair kit