Porsche Taycan Turbo S Archives

Porsche World Road Show 2021: The Ultimate Driving Experience!

The Porsche World Road Show is a unique event that takes place the world over.

It is held at circuits that allow a driver to fully exploit a Porsche’s potential.

And when it comes to the Cayenne, rather than on-circuit driving, the now iconic SUV is driven on dirt tracks to show off its off-roading capabilities.

The PWRS in short, was recently held at the Sepang International Circuit.

And the entire circuit was booked, because half-track driving in a Porsche is borderline nonsense.

The cars were pretty amazing too – we got to spend time behind the wheel of the Cayenne, Macan GTS, Macan Turbo, Taycan Turbo and the Taycan Turbo S.

The star of the show though was the new 992 Porsche GT3. A car so brilliant that it deserved an article of its own, which you can read here.

Our day started in the Taycan Turbo S – a car deemed as the hardest accelerating electric car ever built.

It does the 0-100km/h in just 2.8 seconds, and reaches a top speed of 260km/h.

The electric motors that power the car are also some of, if not the best in the industry.

The motors give the car 622hp and 1050Nm of torque.

But with the overboost function selected, the car puts out a staggering 750hp!

Of course, such amazing capabilities doesn’t come cheap – the Taycan Turbo S costs an eye watering RM1.15 million!

Then we hopped into the Taycan Turbo.

I do wish we would have done it the other way around though.

Because after the brutality of the Turbo S – the Taycan felt subdued. Like a hungover horse being asked to gallop.

But despite that, it too puts out some unworldly numbers.

It too offers 622hp but torque stands lower at 850Nm.

However, unlike the Turbo S, the Turbo puts out 670hp when you select the overboost function.

The Turbo though is slightly more affordable than the Turbo S, with prices starting from a little over RM963,000.

This was the first time I got to drive both Taycans.

There was a similar drive event held at SIC when Porsche introduced the Taycan to the Malaysian market earlier this year.

But back then, we had passed our seat to legendary Malaysian rally driver Karamjit Singh to get his thoughts on a car the world was raving about.

You can watch that video below.

As a first timer behind the wheel of the Taycan, it was the acceleration that really blew me away, especially in the Turbo S.

Handling too was sharp but that is to be expected of a Porsche.

But you really do feel the weight of the car because the Taycan weighs over two tons.

You feel this going into corners, but then the acceleration more than makes up for it.

The brakes too felt spongy, but that is a typical character of electric and hybrid cars as the brake pedal also regenerates the batteries.

So you don’t really feel the initial bite of the brakes, and if you get caught out by it, you could end up with an expensive repair bill.

But once you learn to trust the brakes though, you realise that behind all that sponginess is the same iconic Porsche anchors that the German marque is so well known for.

We later jumped into the Cayenne for a spot of off-roading.

The off-road section was a purpose built course on the outskirt of the SIC.

The course was initially designed for dirt bikes.

But it was also a perfect place to display the Cayenne’s off-roading abilities.

In just about 300-500 metres, we found out that the Cayenne could hold its own in gravel, some loose mud, and some very uneven surfaces.

This involved some dabbing on the massive touch screen at the centre to raise the ride height of the Cayenne.

And some further dabbing was needed to tell the Cayenne that you were about to take it off-road.

And then you drive.

The off-road section is where the Cayenne truly put on a show as it sent power to wheels that were planted on the ground.

And sent zero power to wheels that were hanging in the air.

Intelligent is an understatement.

But I wasn’t too surprised here, because the Cayenne has already been proven to be a very capable off-roader plenty of times before.

If you didn’t already know, a couple of years ago, a few rally teams had contested the Cayenne in the gruesome Trans-Siberian rally that takes place in Russia, Siberia and Mongolia every spring.

It is a hardcore 4,400km rally where only road-legal cars with a few modifications are allowed.

The Porsche Cayenne won that race three years in a row.

There’s even a special edition Cayenne to commemorate that feat.

So there really is no better testament to the Cayenne’s off-roading capabilities than that.

But the Cayenne is unlikely to be used in such a manner, but just in case you needed to drive your Cayenne to the end of the world, know that you could.

After spending time with the Cayenne, we jumped into the Macan – a baby-SUV named after a Tiger.

This is another SUV that does not need any introduction, but it was a refreshment of sorts to show what it is really capable of doing when the road opens up.

First the Macan GTS.

I love Porsche’s GTS models because it’s a nod to what cars were like in the past.

Fun beasts that make you miss the old times when men drank their whisky (or whiskey if you’re so inclined) without worrying about it being fake, and chased girls without their antics being posted on social media.

There was a time when the GTS models were pure naturally-aspirated models.

But times have changed and the Macan GTS is now a twin-turbo’d V6 model with a 2.9-litre engine putting out 437hp and 550Nm of torque.

It’s still capable of some brutal numbers though with the 0-100km/h sprint seen off in a little over four seconds with a top speed rated at 272km/h.

These are numbers that were once associated with the top of the line Macan Turbo.

Of course, we were not given a chance to fully exploit its potential.

Just enough to tell you that acceleration was fantastic, and that it makes some encouraging sounds along the way, and that for an SUV that weighs a little under two tons, it actually handles quite well.

I was quite surprised by the brakes though because they lacked that initial bite.

Porsche didn’t give us the spec sheet of all the cars we drove but I suspect the Macan GTS had regular brakes fitted rather than the optional Porsche Surface Coated Brakes or the Ceramic Brakes. Both optional of course.

The Macan Turbo though was a whole different ball game, and that’s the car we got to drive next.

The Macan Turbo is the big dog of the Macan line-up. The Macan you want to have.

It offers the same performance figures as the Macan GTS, and that’s because the updated Turbo model is yet to be introduced.

Despite that, the driving experience between the two is vastly different.

Both cars have twin-turbo engines.

But the engine note in the Turbo is deeper while the GTS has a screaming engine note that mimics a naturally-aspirated engine.

It almost sounds like the sound has been artificially induced and piped into the cabin through the speakers, similar to what Porsche has done with the Taycan.

Artificially induced sounds are not new to the industry, but it is a bit of a let down because there’s nothing better than a raw engine note. Not what a car maker thinks an engine should sound like.

But it is what it is.

And that is quickly overlooked as you put your foot down and the car lurches forward before your brain even registers what is going on.

Jumping from the GTS into the Turbo, we really didn’t think the difference will be all that big. But it is truly vast.

Perhaps it is the way that power is delivered, or how the sound is generated. But the performance in the Macan Turbo is how a Porsche should ideally perform.

Brakes too are much more confidence inspiring in the Turbo model we drove.

We found ourselves braking later and turning in deeper into a corner. A true performance machine the Macan Turbo definitely was.

And that is no surprise considering the Turbo is the flagship model of the Macan line up.

Our experience at the Porsche World Road Show at SIC ended with the Macans.

And though it was similar to the one we attended in 2018/2019, it was still perfectly laid out for us to experience Porsches at their finest.

And if there is one thing we can say about modern Porsches, it is that they are a complete paradox.

On one side you have a race car for the road with the GT3.

And on another side you have a tree-hugging electric supercar in the Taycan Turbo S.

Then you have the ultra-capable go anywhere Cayenne.

And the Macans are the cute in betweens if you don’t want something too big but with fun performance.

If there is one car maker that is completely future-proof to whatever may come in the next 10 years, it would be Porsche.

And there are rumours that Porsche may make an entry into the wonderful world of Formula 1.

Either as an engine supplier or as a works team remains to be seen.

Whatever comes, it is an awesome time to be a Porsche owner.

Porsche Taycan Driven by Karamjit Singh – Behind The Scenes Story

They say that many good things happen at a bar. And I would agree to that, many good things have taken place at many watering holes. And one of those good things is the topic of this article.

There were three of us at a bar in Petaling Jaya, and one was no other than Malaysian rally legend himself – Karamjit Singh.

We were discussing many things that day, from how rally life was like back then, to how a mechanic forgot to add engine oil during a race, forcing Karamjit out of the race. And to how, despite being 59 years old now, he is faster today than he has ever been, you can watch Karamjit talking about that in the video below.

And then it came in the form of an email, the invite to drive one of the fastest electric cars ever built – the Porsche Taycan. And it struck me, why not get Karamjit to drive it, he was already sitting opposite me anyway.

“Bro, how would you like to drive an electric Porsche at Sepang,” I asked Karam.

The look he gave me was one of disbelief, the type that couldn’t believe I had just asked that question.

“Of course la, I have never driven an electric car before, what more an electric Porsche at Sepang. Im in,” was his reply.

The reply from our friends at Porsche was also of disbelief.

“You sure you want to send Karamjit ah? He will still have to drive like any other member of the media you know, he has to follow a pace car. He won’t be able to drive the car to its limit.”

Yes, Yes, I know, but it will be interesting to see what a rally champion has to say about the Taycan.

A couple of days passed, and I found myself picking up Karamjit and heading to Sepang Circuit at about 8am.

“I usually do the driving,” said Karamjit to me.

“Kinda in a hurry bro, you drive on the way back?” – was my nonchalant reply to this multiple time rally champion, only to realise what I had said a few moments later.

Nevertheless, I got some good driving tips all the way to Sepang.

“It is smaller than what the photos make it look like,” was Karam’s first comment upon seeing the Taycan for the first time.

“It is actually smaller than the Panamera,” was mine.

The Taycan is indeed smaller than the Panamera, and is one of the reasons why it is outselling the Panamera in some markets like the UK. And this is giving rise to speculation that the Panamera could be discontinued if this trend continues and the shift towards electric cars gets stronger.

But that’s a different story.

After breakfast, an introduction to the overall drive program as well as the instructors, all of whom have either worked with Karamjit in a racing capacity, or at some point or another, we got on with the drive.

First up, sitting position. This is where lead Porsche instructor Admi Shahrul demonstrated the ideal sitting position when driving the Taycan or any other car.

From my vantage point (because I was not given a drive seat since I chose to give up my seat for Karam), I found Karam listening attentively. I thought that was incredibly gracious of him, considering he probably understands the importance of sitting positions better than anyone else there that day.

After that came the acceleration test, a part that had some Malaysian motoring journalists and youtubers giggling like girls (insert eye roll emoticon here) after experiencing what is said to be one of the fastest acceleration in a production car this side of a hypercar.

The two cars on hand were the standard Taycan 4S as well as the Taycan Turbo (there was no Turbo S for us to experience that day).

I didn’t expect Karamjit to be fazed by the acceleration, after all this is the man who said that the most powerful car he had ever driven was the Ford Escort Cosworth Group A rally car, which is a proper fire breathing monster that puts out over 300hp at the wheel in a lightened and strengthened body (pictured below).

“The acceleration difference between the two cars is huge,” said Karamjit. There is zero wheel spin despite the Taycan 4S putting out 650Nm of torque (with Performance Battery Plus, and 640Nm without the dearer battery) while the Turbo puts out 850Nm. Of course this is due to the Traction Control and Electronic Stability Control playing a role in keeping the wheels in check during hard acceleration.

There is no telling how the car would have felt with all the electronic safety nets turned off, and if there is anyone that could have tamed an out of control electric car, it would be Karamjit. But there were strict instructions to not turn anything off.

When asked what he thought of the acceleration, Karamjit had this to say, “The Turbo is fantastic, the G-Force is amazing, there is no drama, it accelerates very fast in a straight line and it doesn’t twitch. It is an easy car to drive fast. I love the instance response.”

The next program was a classroom session that explained the intricacy of the Taycan, but after that there was the track drive and that is where Karamjit got to drive both the Taycan 4S and the Turbo around the north track of the circuit.

“You do feel some body roll in the Taycan in normal mode, but in Sport mode the handling is very impressive for such a heavy car. The brakes are not so bad either, this is a car that weighs over two tons so you have to brake much earlier.”

“I also took some corners at over 160km/h and it does feel like you’re driving a race car around some parts of the circuit, this is still a proper Porsche.”

When asked about whether there is anything he didn’t quite like about the Taycan, Karamjit simply pointed out that excessive body roll in normal mode (but perfectly fine in Sport and Sport Plus), and his concerns about charging the car.

“I like this car, there is no doubt that this is a sports car you can drive everyday, but the disadvantage it has is charging it.”

“You have to plan your route very carefully to ensure there are charging points. You then have to spend 20-30 minutes while the car charges up and then point the car towards the next charging station.”

“But in terms of driving, the Taycan is a fantastic experience. I really like the fact that it has four-wheel steering. This minimises the turning circle and makes such a heavy car feel quite agile in corners. I just don’t understand why people need four-wheel-steering to help them park the car.”

But ultimately, what does a rally legend who has spent a huge part of his life with internal combustion engines think of the paradigm shift towards electric cars?

“Electric cars are the future we have to accept that, I used to worry but this is a great example of how awesome an electric car can be. It drives well, it accelerates well, it stops well, and it is still very much a Porsche, and a great Porsche at that.”

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