The GTS version of the Taycan is blessed with a pair of motors, one per axle in case you couldn’t work it out. There’s a single-speed transmission on the front axle and a two-stage ‘box on the rear. The GTS Sport Turismo produces 524PS (380kW) as standard, which is more than enough in a family estate car. But, this being a Taycan, there had to be a mad number somewhere, and yes, look under the mat and you’ll find Sport Plus mode with launch control lurking.
At this point the Taycan will go from “bloomin fast” to “good lord”. Torque explodes to 850Nm (627lb ft) and power jumps to 600PS (440kW). At this point the Taycan will do 0-62mph in 3.7 seconds, which is faster than the easily overly-capable Audi RS6 and makes the sister Panamera GTS seem sluggish. As an aside, the maximum torque sent to the wheel in launch control is a frankly insane 8,800Nm, but of course not all of that gets to the road (although it feels like it does).
Interestingly the two-stage gearbox feels more noticeable in this than other cars, perhaps due to the slight extra amount of weight over the rear axle, but I’m not sure. There’s a definite feeling of transition as the motors go through their range. Weight is higher than the standard car, as you would expect when you’ve plonked some more metal at the back. But it’s the piffling matter of 90kg which, when the car weighed in at over 2,200kg before really doesn’t make a difference. Not one you’ll notice anyway.
The steering is nicely weighted, definitely toward the firmer side of heavy, but does send you most of what you need to know. This is showcased by the shimmy that can be sent through the chassis when you hit a pothole, which pops up on your wheel’s notifications with the slightest of tugs. The shimmy is the only real time the Taycan Sport Turismo’s suspension will offer anything to raise an eyebrow. It’s all collected up in no time just like every other movement. But don’t except to be cushioned around. This Taycan GTS is gathering up all those bumps with efficiency, the air suspension set to absorb, not float. It’s not unpleasant at any point, just firmly deals with anything it objects to.
The brakes are acceptable. The Taycan’s massive callipers don’t send anything like the information that the 911’s rock-solid pedal gets. But considering it’s balancing regen and physical braking it’s acceptable. There will be the odd moment where you push the pedal further than you might have liked to haul all that mass in.
Together it works delightfully. There are moments when the Taycan just ignores its size (the car is 2.1m wide including mirrors) and weight and feels like a Cayman, steadfastly gripping onto that tarmac without any hint of bother. You’ll feel the effort on turn in as you muscle the weighted steering round, but the car will continue to grip, that excellent suspension just holding the Taycan Sport Turismo flat, as if it’s a steadycam. The only thing really tested on a road is your own core strength. Unless you act like an absolute helmet there’s very little chance you’ll find the Taycan’s really outer edges in the confines of government-managed roads other than the small anti-bite of understeer if you chuck it in with too much abandon.
The GTS is fitted with the bigger long-range battery (93.4kWh), which means a stated range of about 277 miles. We reckon you’re probably looking at more like 210-220 miles in the real world. That larger battery of the two available in the Taycan will charge in five hours from a 22kW charger or 10.5 from the 9.6kW equivalent. With its 800v architecture there is the ability to go from five per cent to 80 in 22 minutes, but there are very few chargers in the UK able to exploit that.