Porsche Malaysia Archives

Review: New Porsche Macan – Porsche has done it, again!

The Porsche Macan, first introduced in 2014, was born out of Porsche’s ambition to combine the practicality of an SUV with the performance DNA of its iconic sports cars. As the younger sibling to the Cayenne, the Macan was designed to appeal to a new generation of drivers seeking a smaller, more agile luxury SUV without compromising on Porsche’s signature driving dynamics.

The name “Macan” is derived from the Indonesian word for “tiger,” symbolising agility, power, and elegance – qualities that define the vehicle. From the outset, the Macan stood out in the crowded compact SUV market with its sporty design, luxurious interior, and impressive performance. It quickly became a best-seller for Porsche, accounting for a significant portion of the brand’s global sales.

In 2024, Porsche took a bold step by transitioning the Macan to an all-electric platform, marking a new chapter in its history and the Macan Turbo EV is the crown jewel of the lineup.

As Porsche’s first all-electric SUV, the Macan Turbo EV combines the brand’s legendary performance with cutting-edge EV technology, making it a compelling choice for enthusiasts and eco-conscious drivers alike.

After a recent drive experience in Malaysia, organised by Sime Darby Auto Performance (SDAP), it’s clear that the Macan Turbo EV is more than just an electric SUV – it’s a statement of Porsche’s commitment to the future of mobility.

A Modern Evolution

The Macan Turbo EV retains Porsche’s iconic design language while embracing a futuristic aesthetic. The coupe-like flyline, split headlight design, and four-point daytime running lights give it a distinctive presence on the road. The optional off-road design package adds a rugged touch, with a modified front bumper for increased approach angles and 21-inch off-road wheels in Vesuvius Grey.

Inside, the cabin is a blend of luxury and technology. The 12.6-inch curved digital instrument cluster, 10.9-inch central touchscreen, and optional 10.9-inch passenger display create a high-tech environment. The augmented reality head-up display and ambient lighting that syncs with the exterior colour further enhance the driving experience. There are physical buttons for your climate control which make things easily accessible and not complicated.

Although, the only thing that annoyed us about this SUV is the gear selector placement because we kept hitting it everytime we reached for the indicator lever.

Performance That Thrills

The Macan Turbo EV is powered by a dual-motor all-wheel-drive system that delivers a staggering 639PS and 1,130Nm of torque when overboost is engaged. This translates to a 0-100 km/h sprint in just 3.3 seconds and a top speed of 260 km/h. These figures put it firmly in supercar territory, yet it retains the practicality and versatility of an SUV.

During the drive experience at Sepang International Circuit, the Macan Turbo EV showcased its agility and precision. The Porsche Torque Vectoring Plus (PTV Plus) system and adaptive air suspension ensured exceptional handling, even during high-speed manoeuvres. The slalom exercise highlighted the SUV’s sharp steering response, which is 15% more direct than its predecessor, while the kick-plate exercise demonstrated the electronic Porsche Traction Management (ePTM) system’s ability to maintain stability in low-traction scenarios.

Practicality Meets Speed

The Macan Turbo EV is equipped with a 100 kWh NMC battery (95 kWh usable), offering a WLTP-rated range of 591 km. During the drive, the Macan’s efficiency was evident, with ample charge remaining even after a day of spirited driving. The 800V electrical architecture enables ultra-fast DC charging at up to 270 kW, allowing the battery to go from 10% to 80% in just 21 minutes. For daily use, an 11 kW AC charger can fully replenish the battery in about 10 hours.

We started the drive from M Resort KL and headed to the Estate at Federal Hill then to Sepang where we did countless rounds of gymkhana and then headed back to the resort all in a single charge. We had a total of 490km of range, so we can confidently say that range anxiety with this is something to not worry about because the total amount of range available for the Macan Turbo EV is 591km.

Driving Experience: From City Streets to the Track

The drive experience began in the heart of Kuala Lumpur, where the Macan Turbo EV effortlessly navigated bustling city streets. Its Power Steering Plus and Surround View with Active Parking Support made tight manoeuvres a breeze, while the four-zone climate control and Bose Surround Sound System ensured a comfortable and enjoyable ride.

On the highway, the Macan Turbo EV’s adaptive air suspension and Porsche Active Suspension Management (PASM) provided a smooth and composed ride. The transition to Sepang International Circuit allowed the SUV to stretch its legs, with the rear-axle steering and ePTM system delivering precise handling and stability at high speeds.

In addition to a slalom test, we also carried out a kick plate test. What is a kick plate test you ask? It is a system that features a hydraulic plate that shifts sideways to replicate the sensation of rear-wheel traction loss, enabling drivers to experience controlled skids or spins in a safe training environment. Its low-friction surface accurately simulates hazardous road conditions, such as oil spills or slippery surfaces, providing a realistic scenario for skill development. This tool is specifically designed to help drivers improve their ability to maintain stability and control when faced with sudden loss of grip, equipping them with the confidence and expertise to handle real-world driving challenges effectively.

With the assistance of Porsche Stability Management (PSM), we had no issues controlling the car and getting back to a straight line.

Sustainability Meets Performance

Porsche has always been about performance, but the Macan Turbo EV adds a layer of sustainability. The 100 kWh battery not only delivers impressive range but also supports energy recuperation of up to 200 kW, further enhancing efficiency. Over five years, Porsche estimates that the Macan Turbo EV could reduce 460 metric tons of CO2 emissions, equivalent to planting 7,808 trees.

The Future of Performance SUVs

The Porsche Macan Turbo EV is a masterclass in blending performance, luxury, and sustainability. Its blistering acceleration, precise handling, and cutting-edge technology make it a true Porsche, while its electric powertrain positions it as a leader in the EV space. Whether you’re navigating city streets or pushing the limits on the track, the Macan Turbo EV delivers an exhilarating and refined driving experience.

For those seeking a high-performance SUV that doesn’t compromise on practicality or environmental responsibility, and if you have RM680k laying around, the Macan Turbo EV is a compelling choice.

Specifications

Macan Turbo EV

Motor: Permanent magnet synchronous motors
Power: 639PS
Torque: 1,130Nm
Battery: 100 kWh nickel manganese cobalt
Price (As tested): RMRM635,000

We like: Design, Performance and Handling
We don’t like: Gear selector placement

Review: Porsche GT3 992.2 – Still Brutally Fast, Still Brilliant To Drive!

With all the hype around electric cars and the ecosystem that supports them, we often forget about the world we came from.

Some say that you should only look behind to see how far you have come. While that may ring true, sometimes the past is not that bad. Especially in the automotive context.

Classic cars will forever have a place in the world. As with classic watches, planes and even homes. There is just a certain nostalgia that is attached to them. And for those who often hear the elders talk about the good times, well, you will probably understand what they mean when you hit your 40s.

Having been an automotive journalist for close to 20 years now, I have had the privilege to see the industry transform from what we call the analogue era, to the digital one, and now onto the electric era.

It does not beat those that have been around since the 70s and 80s, but I believe the industry has moved forward at a much more rapid pace than ever. This thanks to the rise of more industrial players with big money.

But every once in a while, we are given a chance to drive a new car that reminds us of the good old times. An era gone by but one that still has a place in the hearts of a select few.

The Porsche GT3 is one of those cars, and while it too may have adopted some form of digitalization, it still is one of the best driver’s cars you can buy today.

The GT3 holds a special place in my heart ever since I first drove the original 996 version around Sepang Circuit circa 2005. And though a lot has been sacrificed over the years at the altar of modernisation, profits and digitalisation, there is one thing that the GT3 still does well – it is still a fun car to drive hard.

What is the Porsche GT3?

For the enthusiasts, this is an idiotic question. But as age progresses, I am beginning to realise that there are younger enthusiasts today that do not know about the GT3 and how it came to be.

Let’s keep in mind that there are those born in 2005 would be 20 years old this year.

The GT3 was first introduced in 1999 as a bridge between Porsche’s 911 race cars and its road cars. The 80s and 90s were not exactly kind to Porsche. The company was in financial turmoil and needed funding to continue its racing exploits, which is something it is very good at.

So, in the 90s the company introduced the Boxster which is credited for saving the company because it was an immediate hit.

The GT3 on the other hand is a proper fire breathing sports car.

It is stripped of all the luxuries of a road car such as noise dampening materials and replaces some components with lightweight carbon fibre in the interest of saving weight.

The powertrain has of course been sprinkled by some magic dust by Porsche engineers to make it breathe better and produce more power. All GT3’s have used naturally-aspirated engines since day one. That is the pure motorsport way and has been a cornerstone of the GT3’s character.

Over the years, the GT3 has also morphed into two different variants – the GT3 with a fixed wing as a homage to its motorsport roots, and the GT3 Touring, for those who would like a touch of subtlety to their road going race car.

So, what’s new?

Over its 25-year history, there have been seven generations of the GT3. Starting with the 996.1 of 1999, all the way to the 992.1 introduced in 2021, there have been countless updates to the mechanical bits and even body work.

Though the 911 model which the GT3 is based on has grown significantly in size, the GT3 has produced more power and thus become faster than ever.

With the latest generation model, the 992.2 introduced towards the end of last year, the GT3 has not only managed to retain its revered character but has also managed to meet all the stringent environmental laws.

But the biggest update to the new GT3 is that it is now available with a rear seat for the Touring model, all GT3’s have been strict two-seaters. The Touring is now also available with a Lightweight Package that chucks out the rear seats, replaces the front seats with lighter units, and simply said, puts the interior on a diet of lightweight materials.

Also new to the GT3 is the fact that it is now available with the Weissach Package as an option. This is something that was only available for the GT3RS previously (among other models), but that has now been extended to the base GT3.

The Weissach Package is basically Porsche lingo for its customisation package that lets you do almost anything with the car except change its shape. Everything from interior trimming to the colour of the car can be customised to your liking. The limitation of this package is the depth of your pocket.

But that can’t be it?

Of course not. Being a GT3, most of the car’s updates are underneath the skin.

There are some design updates such as a sharpened front and rear with better aerodynamics that improves downforce by optimising air flow around and underneath the car.

There are also new aerodynamically enhanced suspension components from the mighty GT3RS that also improves downforce and improves brake and powertrain cooling at high speed.

Being a GT3 is also about weight management. The new wheels have reduced unsprung mass by more than 1.5kg as compared to before, but if you go for the magnesium wheels which come with either the Weissach or the lightweight package, weight is shaved by a further nine kilograms. Even the battery of the car is four kilograms lighter.

In fact, in its lightest configuration, the GT3 weighs just 1,420 kilograms, which is unbelievably light considering the size of the car.

Any updates to the powertrain?

The biggest challenge for Porsche’s engineers was to meet ever stringent environmental laws.

The biggest problem with naturally-aspirated engines is that they produce most of their power on the higher end of the rpm bandwidth. Which means the engine needs to wrung by its neck to access its power.

Though there is immense joy in encouraging an engine to eke out its power by revving to the heavens, the environmental impact is also one to consider.

Since forced-induction engines make their power at the lower and middle part of the rev band, they don’t need to rev as much and as such have a lower environmental footprint.

As such, Porsche could not do much with the configuration of the 4.0-litre, flat-six engine. If the engineers wanted to squeeze out more, that would mean increasing the environmental impact of the engine, effectively making the engine illegal.

It is almost in the same configuration as before – still putting out 510PS and 450Nm of torque. However, the fact that Porsche’s engineers could continue offering that much power despite stricter environmental laws is nothing short of astonishing.

But despite those regulations, Porsche’s magicians were able to make the car accelerate quicker than ever by reworking the gear ratios.

The GT3 is available with a seven-speed dual-clutch automatic transmission and a six-speed manual transmission, and both have a final drive ratio that is eight percent shorter than its predecessor.

With that, the GT3 now reaches 100km/h in 3.4 seconds with the automatic transmission and onto a top speed of 311km/h, and it takes 3.9 seconds with the manual transmission and a top speed of 313km/h.

How does it drive?

Porsche Malaysia recently hosted a drive in Valencia, Spain for the GT3. Both the fixed wing and the Touring models were available. It is the first time in nearly a decade that I had attended a global Porsche drive, so it was a bit of a revelation on how far Porsche has come.

Starting with the GT3 with the fixed wing – if you have ever driven a race car, driving the GT3 has the same rawness. You sit low in the cockpit with the now digital instrument panel directly under your line of sight.

Porsche has replaced the iconic analogue rpm dial in the centre of the instrument panel with a digital unit. Their reasoning is that it can now be customised according to the drive mode that you are in.

Personally, I still prefer the analogue dial, it is like wearing a smart watch and then a Rolex Submariner – the Rolex will always look and feel better.

Everything about the GT3 has a purpose to it, just like in a race car. The new model also comes with new optional seats that lets you remove the headrest louvre. This is that your helmet can tuck neatly inside it rather than being pushed forward. I can’t think of any other car maker that has thought of such detail.

On the move, you feel everything the road throws up. The GT3 is stiff, there is not much in terms of comfort damping. It is not as single-mindedly stiff as a GT3RS which is as close to a road going race car as you can ever get, but you could still live with it daily, just don’t expect it to be as comfortable as a 911 Turbo S or even a Cayman for that matter.

But the GT3 is a car that is designed to go fast, very fast. And as such it is one of the few cars around today which you can buy direct from the factory and go for a couple of hard laps around your favourite track and then go to office with on a regular work week.

On track, a GT3 has always been a sensory onslaught. The scream of the engine as it flies to the 9,000rpm redline is intoxicating to say the least. It is something that every car fan needs to experience once in their life.

In fact, I think the world might just be a better place if everyone got a chance to experience a GT3, because once you experience it, you will work even harder so that you can buy a GT3, inadvertently improving the performance of the company you work for. And because the company is doing better, it will pay more taxes, which in turn will make the country better. So yes, everyone should experience driving a GT3. It exists for the good of the world.

It even feels great in your hands. The steering wheel wriggles and twitches as it sends tiny chunks of information to the parietal lobe region of your brain. Telling you exactly what is happening with the front wheels and the road. It even instantaneously obliges to every miniscule twitch of the steering wheel.

And because the suspension engineers have found a way to reduce pitching, the new GT3 does not seem to dive to the front under heavy braking. This lets you brake later and carry more speed into the corners, all the while the sound of the rear-mounted flat-six engine rips through your ear drums, encouraging you to pile on more speed.

Also keeping the car planted to the ground are new aerodynamic bits around and underneath the car. This does not match the levels of downforce the GT3RS creates which measures in 860 kilograms of downforce at 285km/h. The GT3 on the other hand makes over 385kg at 200kmh.

This much downforce basically pushes the car down to the road like Velcro. To demonstrate how good the GT3 is, Porsche had Jorg Bergmeister on hand to take me for a drive.

Jorg is a Porsche brand ambassador and a legend in the motorsport community. He has won multiple endurance races around the world with Porsche, and it is said that his father owned the workshop where Michael Schumacher used to train as a mechanic in the 80s.

Jorg took me for two laps in the GT3, and I have never felt the blood in my brain slosh around like water sloshes in a bottle. He drove the manual version of the car and tried his best to destroy the engine as he pushed the car out of line.

The GT3 stuck to the road without so much as a twitch of oversteer coming out of corners at well over 200km/h. The GT3 defies physics.

Then I took a short break to reset my brain, and went on a 150km drive with the GT3 Touring around the gorgeous countryside of Valencia.

So, what’s the Touring like?

If I ever buy a GT3, the Touring will be the variant I go for. I like that it does not have a big obnoxious wing. I understand that the wing is there for downforce purposes, and I would have loved it if I were 22, but these days, I prefer the engineering of a car more than the massive rear wing. Downforce or not.

In terms of driving, both cars feel largely the same. So, you get the same race car like feel, but no one would know what you are driving unless the saw the badges or took a ride in the car.

Both cars also have the same easy access button that lets you turn off all driver aids at the press of a button, which is great since lane keep assist and other aids can be quite annoying especially when carving up mountainous roads.

When the roads are right, the Touring comes into its element, letting you immerse in an experience that very few can appreciate, or access.

But when stuck in traffic, it can be rather comfortable. I like that you can hear the burble of the mighty engine from behind you, reminding you that though you may be stuck, you still have plenty of power under your right foot.

I also drove the GT3 Touring with the manual transmission, and that is just a “throwback” to how cars once were. It requires every limb to tame, every nerve to understand how to bring out the best in it. And when driven in Sport mode, it also turns on the rev-match function that matches the engine revs to the desired gear, making you feel like a true driving God.

What’s the verdict then?

With everything going on in the automotive world, I am just glad that cars like the GT3 still exist.

Porsche nearly went bankrupt decades ago but was propped up by the sales of the Boxster and the Cayenne. Now Porsche is one of the most successful companies despite sales stagnating.

It is also one of the most successful brands in motorsport, and because it does so well in racing, a lot of that tech trickles down to the end user. And that tech is not cheap.

The Porsche 911 992.2 GT3 is not yet available in Malaysia, but when it does arrive here, expect prices to be around the RM3 million mark, depending on customisation.

The GT3 is a special car, for me it is even more special than the GT3RS which requires one to exploit its aerodynamic capabilities to truly wring out the best from it. Not many drivers can do that because you need some pretty big kahunas for that.

The GT3 though is one that just about anyone with deep pockets can appreciate, all you have to do is experience it once to feel it in your heart and hear that engine sing.

If you can, buy it, and keep it. With everything going on in the world today, there is no telling when cars like the GT3 will cease to exist.

Specification:
Engine: 4.0-litre, naturally-aspirated, flat-six
Power: 510PS @ 9000rpm
Torque: 450Nm
Transmission: 7-speed PDK / 6-speed manual
Top speed: 311km/h (auto) / 313km/h (manual)
0-100kmh: 3.4 seconds (auto) / 3.9 seconds (manual)
Price: Not available

We like: Driving experience, powertrain
We don’t like: Cars like this are living on borrowed time

Porsche Malaysia Melancarkan Program Perlindungan Alam Sekitar untuk Murid Sekolah

Porsche Asia Pasifik, dengan kerjasama Porsche AG, Porsche Malaysia (diwakili oleh Sime Darby Auto Performance), dan Inokom Corporation Sdn Bhd, telah melancarkan inisiatif perlindungan alam sekitar untuk kanak-kanak sekolah di sekolah rendah awam tempatan. Program yang dikenali sebagai “Sahabat Lestari” ini bertujuan untuk mendidik pelajar mengenai tingkah laku alam sekitar yang bertanggungjawab dan mengintegrasikan amalan kelestarian dalam kehidupan sekolah harian.

Inisiatif ini disokong oleh Free Tree Society, sebuah pertubuhan bukan kerajaan Malaysia, dengan matlamat untuk memperkasa melalui pendidikan. Porsche Asia Pasifik menekankan bahawa program ini bertujuan menggalakkan pelajar menjadi penyokong alam sekitar dalam keluarga dan komuniti mereka.

Sebagai sebahagian daripada program ini, pelajar akan mengambil bahagian dalam bengkel yang memperkenalkan mereka kepada isu alam sekitar mengikut cara yang sesuai dengan umur mereka. Komponen utama program ini ialah penubuhan hutan mini berasaskan sekolah yang akan diselenggara oleh pelajar dan staf sekolah. Selain itu, terdapat juga cabaran kitar semula selama 30 hari, di mana pelajar mengumpul dan mengitar semula kertas dan plastik daripada aktiviti harian mereka di sekolah. Pelajar yang berjaya menyelesaikan cabaran ini akan menerima sijil sebagai “Eco-Ambassadors.”

(more…)

Porsche Malaysia Launches Environmental Protection Program for School Children

Porsche Asia Pacific, in collaboration with Porsche AG, Porsche Malaysia (represented by Sime Darby Auto Performance), and Inokom Corporation Sdn Bhd, has introduced an environmental protection initiative for school children at a local public elementary school. The program, known as “Sahabat Lestari,” aims to instil responsible environmental behaviour and integrate sustainability practices into daily school life.

The initiative is supported by the Malaysian non-governmental organisation Free Tree Society, with the goal of fostering empowerment through education. Porsche Asia Pacific emphasized that the program encourages students to become environmental advocates within their families and communities.

As part of the initiative, students participate in workshops where they are introduced to environmental topics in an age-appropriate manner. A key component of the program is the establishment of a school-based mini jungle, which will be maintained by the students and faculty. Additionally, a 30-day recycling challenge encourages students to collect and recycle paper and plastic from their daily school activities. Those who complete the program will receive a certificate recognizing them as “Eco-Ambassadors.”

(more…)

Review: New Porsche Taycan – Electrifyingly Good!

When Porsche first introduced its first all-electric model, the Taycan, it was met with mixed reactions. For some, it was a step into the future for the legendary brand with technology derived from its motorsport exploits, particularly the 24 hours of Le Mans. Afterall, Porsche has had tremendous success at the legendary endurance race for nearly a century.

For others, Porsche had lost the plot with the Taycan.

For some fans, the German sports car maker is known for its boxer engines, and also happens to build some of the best SUV’s in the industry, so it should continue building just that.

For hardcore fans Porsche is the 911, the Boxster, the Cayman, the Cayenne and the Macan. For them, Porsche has no business producing electric vehicles. Hybrids was as far as they should go since that is what the company used in motor racing as well.

But the naysayers had always put down Porsche’s future models. The antagonism was at its height when Porsche wanted to introduce the Boxster. Fans were up in arms against it, but the Boxster ended up saving the company from bankruptcy.

Porsche fans once again had their pitchforks and torches in the air when it introduced the Cayenne. And despite initial scepticism, the success of the Cayenne provided much needed funding for the company to continue racing.

But the most successful Porsche in terms of sales is the Macan. It is the best-selling Porsche model of all time, and yes it too was met with cynicism from the fanbase in its early years.

Then came the Taycan in 2019. Despite all the negativity levelled against it, the Taycan outsold the 911 in 2021. That was not a difficult milestone to achieve though because the 911, Porsche’s halo car, was already outsold first by the Cayenne and later by the Macan.

But for an all-electric model to outsell the car that arguably defines Porsche is quite shocking. But is it really?

China is Porsche’s biggest market by far, and the Chinese market is all about electric powertrains due to government legislations. So, it is quite natural for the Taycan to do well there.

Besides China, the United States too is a big fan of the Taycan as well and in 2022, Porsche sold a near equal number of Taycan’s in China and the United States.

According to Porsche’s own media site and an interview with the former CEO of Porsche China by CarNewsChina.com, Porsche sold 7,315 Taycan’s in China and 7,271 units in the United States.

Canada and Europe are the other big markets for the Taycan.

And then sales plummeted by a staggering 51% by early 2024, forcing Porsche back to the drawing board to rethink its strategies.

In 2022, Porsche set out a rather ambitious goal, the company said that it half of its cars sold in 2025 will either be plug-in hybrids or battery electric vehicles (BEV). And that by 2030, a staggering 80% of Porsche cars sold will be BEV’s.

But with declining, Porsche announced in early 2024 that it will re-strategize its goals and will instead focus on hybrids and internal combustion engines once again since that is what its customers want.

But that does not mean that Porsche has abandoned the Taycan, in fact the company has introduced the latest version of it. Porsche does not like to use the term facelift, but rather calls it an evolution of the original, and we have driven it.

Porsche Malaysia organised a drive to Kuantan for select members of the Malaysian motoring media. The drive, called the Taycan E-xperience, involved putting the long-distance capability of the Taycan to test. The route was from Kuala Lumpur to Kuantan, to Genting Highlands and back to our starting point at Saujana Hotel.

What’s new and why is it a big deal?

The Taycan is a big deal because it is a Porsche and that means status. It is a big deal because there are few other brands that have the heritage and sporting pedigree of a Porsche. It is also a big deal because despite it being a heavy electric vehicle, it is capable of some ferocious performance very much expected of a Porsche.

The new Taycan builds on that and though it looks the same from the outside there are some minor updates, particularly the new front bumper that has lost the black tear that drips from the headlights to the side air vents.

The headlights too have been revised and now come with quad-projector matrix LED’s as an option. Also optional is the Porsche logo in the rear light strip that now features a three-dimensional, glass-look design that can also be illuminated.

Other than that, though, the key updates are under the skin. For example, the new Taycan is now lighter than before thanks to clever weight savings around the car.

But being a Porsche, you can customise your Taycan whichever way you want. And that is what makes Malaysian Taycan’s so unique because it already has an extensive list of standard equipment before any customisation.

The list of standard items for the new Taycan include air suspension, ambient lighting, Porsche Intelligent Range Manager (PIRM), a redesigned cooling system for better battery thermal management, and electrically opening charging ports on the driver and front passenger side.

The list continues with 20-inch wheels offered as standard as well, and ParkAssist with Surround View.

Inside, the new Taycan comes with electrically folding exterior mirrors with mirror surround lighting, a cooled smartphone tray for wireless charging and Drive Mode Select Switch as standard.

Topping that off is the Advanced Climate Control functions, 14-way comfort seats with memory function for both driver and front passenger, and a BOSE surround sound system.

And in case you are wondering, you must pay for these in some markets. The fact that these are offered as standard equipment in Malaysia is impressive.

The real star of the show for the Malaysian Taycan though is the suspension system as it now comes with the latest generation Porsche Active Suspension Management (PASM) system as standard.

The latest version of this system comes with a two-chamber air suspension and two-valve damper technology. This works to ensure that the car always remains glued to the road, providing the driver with remarkable precision by responding to steering input without lag or delay. All of this while maintaining comfort for all passengers.

What about power and performance?

There’s a hike of course. The base Taycan now produces 408PS on overboost and does the sprint to 100km/h in 4.8 seconds, 0.6 seconds faster than its predecessor.

On the other end of the spectrum lays the Taycan Turbo S, and it makes a stunning 952PS while the Taycan Turbo GT makes an almost unbelievable 1034PS. Zero to hundred you ask? A ballistic 2.2 seconds, which makes it one of the quickest cars on the planet when it comes to acceleration.

Other than the trick new suspension, the Taycan sits low and wide. This makes it one of the best-handling EV’s in the industry, with an ability to carve through corners with incredible ease and near zero body roll. The Taycan can make mediocre drivers feel like heroes.

This is ultimately still a Porsche and that means performance. It switches directions on a dime. The sitting position for the driver is perfect, developed from decades of building race cars of course. The electronic steering rack is quick and surprisingly chatty. You feel everything the road throws up to the wheels through your palms. It may have four seats, but this is still a fun Porsche.

What about range and charging?

Improved as well. The Taycan is built on an 800-volt electrical architecture, which means that it can charge at fantastic speeds. DC charging capability has jumped from 270kW to 320kW, and it can sustain high power charging of 300kW for up to five minutes, which is quite significant.

This means that charging from 10% to 80% is now quicker, taking just 18 minutes despite the Taycan having a 12% bigger battery (a jump from 93kWh to 105kWh with the Performance Battery Plus).

Also significant is the improved regenerative braking, now 30% more powerful than before, and pulling 400kW of kinetic energy to provide better energy retardation and quicker battery charge when braking or decelerating.

As for range, the new Taycan has a WLTP range of up to 678 kilometres, which meant that we reached Kuantan with more than enough battery state of charge to spare.

But it can’t be all that great

As a Porsche and an electric sports car, the Taycan is undoubtedly fun to drive. It ticks all the boxes in the sports category, but Porsche also wants us to believe that it is a great family car, one that is good for long distance journeys with fast charging capabilities that makes it more convenient to live with an EV.

Though we agree that the Taycan is fun, fast and is convenient to recharge, but we found that the interior can be overly snug. There is enough space for four adults, but it can be tight. The backrests of the rear seats are too upright for this writer’s liking and there is no space under the front seats to tuck your feet into. Which means you sit almost upright in a knee in chest position, particularly if you are on the tall.

Boot space is just alright as well. Measuring in at just 407 litres, the boot was already packed to the brim with the bags of four adults who packed light for an overnight trip to Kuantan. Not exactly very compelling for a car Porsche wants us to believe is suitable for the family.

That aside, should you buy one?

When the Taycan was first introduced in 2019, it did not have a lot of competition, and it was well accepted. Partly because it is a Porsche, but also because it is very good at what it was built to do – go fast, go far, charge quick.

The automotive landscape has changed quite significantly in the five years since, and there are more competitors now which is partly why sales have slowed quite significantly for Porsche. Some reports say that sales of the Taycan have dropped by 51% in some markets.

Not in Malaysia though. We reached out to Porsche Malaysia to ask how well the Taycan is doing here, and a spokesperson described it as a “bread and butter model”.

That is not all that surprising considering the sheer number of Taycan’s on our roads. It is not surprising either because it is one of the best EV’s you can buy.

There might be others that offer more interior room, bigger boot’s, bigger infotainment screens and more comfort. But they lag far behind in two key areas – sheer driving pleasure and pure performance. And that is the essence of a Porsche, and for that reason alone, the new Taycan is worth every Ringgit.

Specifications (Porsche Taycan RWD)
Motor: Single, Rear-Mounted, Electric Motor
Transmission: Two-speed
Power: 408PS
Torque: 410Nm
Acceleration (0-100kmh): 4.8 seconds
Top speed: 230km/h
Range (WLTP): 678km
Base price (As tested): RM575,000

We like: Power, Handling, Good looks
We don’t like: Feels small for taller drivers