Porsche Taycan Turbo GT | The excess

(Seville, Spain) Intended for a rather confidential clientele, the Taycan Turbo GT will not give rise to any advertising campaign. However, the Stuttgart firm obviously considered it important to build it, if only to shut up Elon Musk and his Tesla Model S Plaid.

Gasoline or electric, the race for power remains, for certain automobile brands, an essential one. To hell with energy efficiency. Porsche, like many other of its rivals, will tell you that it is only exploring the limits… The Taycan Turbo GT is undoubtedly powerful enough to tow a freight train, but some will judge the sensation of acceleration physically untenable.

The technical sheet is enough to make you salivate. Using the same battery and motors as the Taycan Turbo S, the Turbo GT features a more powerful inverter and silicon carbide semiconductors. Then, the gearbox strengthens its two ratios to absorb the engine torque and increases the axle ratio of the second gear. Finally, the Taycan offers engine management derived from the software found on Formula E single-seaters. This is all that is necessary to obtain more than 1000 horsepower in short periods.

Proof that with an electric motor and a large battery, achieving such a level of performance is actually not that complicated.

Elsewhere on the car, more significant changes have been made. The Turbo GT is the only Taycan to receive carbon-ceramic brakes as standard, as well as the new Porsche Active Ride adaptive damping system, the latter benefiting from specific settings. It is fitted with rims with a choice of specially developed Pirelli P Zero tires (P Zero R as standard and more track-friendly Trofeo RS tires as an option). A unique body kit for the Turbo GT refines the aerodynamics and, thanks to these brakes and a few other lightweight parts, Porsche manages to reduce the curb weight of the Turbo GT by 5 kg compared to that of the Turbo S.

Yes, 5 kg for a 2.3 ton car. But there is also the Weissach Pack. This allows you to obtain a much larger fixed rear wing and aerodynamic trim over the entire length of the underbody. In addition, Porsche manages to reduce 70 kg by adopting lightweight glazing, eliminating certain trims, accessories and rear seats… So much for the absurd aspect of this proposal.

In the cabin, the bucket seats place you well in front of a steering wheel which, unlike all other Taycans, adopts paddle shifters. The left paddle allows you to turn battery regeneration on and off. The one on the right triggers “attack mode” which, when you are moving, releases additional power. This mode is only available in 10 second increments.

On a track, the experience is a bit surreal. There is no gear to shift, no RPM to monitor. In short, there's not much to do except watch what's on the horizon and what's coming closer, turn after turn.

While it may not be as impressive as the way it accelerates, the Turbo GT does a remarkable job of carrying and hiding its weight through corners. Surprisingly stable and with intuitive, communicative steering, the Taycan Turbo GT seems unfazed.

It never seems to lean or feel abruptly braked by its stability controls, as such a powerful and heavy electric car might. However, as you get used to its limits and become more ambitious with your entry speeds, the car starts to lack a bit of front-end bite and lateral grip.

The Trofeo RS tires, on the other hand, have a clear and dramatic effect on the Taycan's appetite for cornering speed. They also improve brake pedal progression and add even more weight and feedback to the steering. And that's good, since by taking too many liberties with such mass, speed and energy, you could regret your life choices very quickly.