Which is precisely what the Taycan does do, and in all sorts of ways. You wonder, to begin with, how it is that a car that seems reasonably compact on the outside – that seats you so low, that has such a low scuttle and that seems so sporting on the face of things – can possibly weigh 2.3 tonnes. It simply doesn’t look like it does. It really doesn’t drive like it does, either, but that’s the upshot of being seated so low, in among the pouch cells that power the car’s twin electric motors rather than on top of them, I suppose. Not to mention simply the result of what happens when you give designers and engineers from Porsche, rather than from any other car maker, a clean-sheet brief to come up with the very best electric driver’s car imaginable.

So yes, it’s driver’s car, and a sensational one at that when driven really hard. It’s most alike to some next-generation Nissan GT-R than anything else, but with even greater handling poise, tactile feedback and sheer wallop than that would suggest. And that’s why, given the option of all three cars to take for one more tilt down a testing road, it’s the Taycan I’d pick here and now – and probably again and again. Trying to fathom how it does what it does – and exactly how it can make the GT 63 S, which you might imagine ought to handle better because it is, in fact, 250kg lighter, feel like it’s the heavier car – is one of the most superbly bewildering tasks I’ve had in this job.

Since day one, when the Taycan was still the Mission E, the automotive media has called this car a “Tesla Killer.” We had no specs, no idea how it drove, or whether it was properly built or not. Yet, any new EV must be compared to Fremont’s lineup, no exceptions. Countless articles were written about how the Taycan would doom Tesla, but when the final specs were released, and the world peeped the Taycan’s range and price, we flipped the narrative and wrote about how legacy car makers still didn’t understand the EV game.

After driving the car for the past four days, feeling the torque, the power, and the build quality, then listening to the motors whir and the audio slap, I began to have this nagging sensation that we’d been comparing apples to whiskey. Maybe, and stay with me for a second, not every new EV needs to be compared to a Tesla?

If you were to hand someone the Taycan’s spec sheet sans any wordage about its batteries, what you'd have is a Porsche with 750 horsepower, 774 pound-feet of torque, handling tuned on the Nurburgring, one of the lowest centers of gravity of any car, replete with Porsche’s racing lineage and attention to detail, and a 0-60 mph time of just 2.6-seconds, a number that bests Porsche’s 911 Turbo S. That doesn’t describe a luxury car like the Model S or an economy car like the Model 3. Last I checked, that’s a four-door supercar—and no supercar review involves range or detailed exposition on its price.