Having driven the 2.8-second Taycan Turbo S in Austria last year, I would think the Taycan 4S - with a relatively modest century sprint timing of four seconds - would appear mild.

I was wrong.

The 4S, although not as giddying as the Turbo S or Turbo, is still stupendously quick on Singapore roads. And you do not even have to drive it in Sport Plus mode.

Even in Range - the meekest mode which preserves battery power - the car will outsprint most four-wheelers, and many two-wheelers.

The Taycan is so sturdy, sure-footed and well-balanced that you can launch it with nary a care, even in the wet.

With a motor at each axle and the electronic magic which makes them work in perfect harmony, the battery-powered Porsche is an unshakeable all-wheel-drive. Yet, it offers spontaneity and frivolity - traits which sometimes escape four-wheel-drive cars.

Much of the credit has to do with the linearity of electric drive and the Taycan's generous output of 390kW and 640Nm. While not as insane as the Turbo S' 560kW and 1,050Nm, it is still pretty torrential, and more than enough on most occasions.

In fact, the output is delivered so seamlessly that the car appears quicker than its specs suggest. Blasting off unreservedly from the lights in Sport Plus, the Taycan 4S breaches 70kmh before it clears the junction, convincing you that it would be quite capable of reaching 100kmh well within four seconds.

At the next junction, you steel yourself for the ballistic endeavour, pushing your buttocks into the cusp of the semi-bucket seat and gripping the suede-lined steering wheel hard. Lights turn, and you floor it.

Again, it is an effortless launch, with not a hint of nervousness at the helm. Without any drama, the car hurtles forward to fill a momentary expanse of emptiness all too soon.

In those fleeting seconds, you get a glimpse of the future as the Taycan's soft hum turns into a shrill pulse evoking warp speed, Knight Rider and Anakin Skywalker's racing pod.

For a four-door with a generous 2.9m wheelbase, the car is entertaining and capable enough when negotiating twists and turns, even if I prefer a slightly different blend of ride and handling. For instance, a more pliant ride and a heftier steering.

But as it is, the car is still easily the most engaging electric car I have driven so far.

The Taycan's cabin is not as spacious as the Porsche Panamera's, but the car is not as unwieldy in tight places such as old multi-storey carparks.

However, you have to bear in mind its low front clearance, which can be overcome by lifting the car (there are three ride heights) or crawling.

Driven mostly in Range mode, which proves to be adequate in all situations, the test-car averaged just under 22kWh/100km - significantly lower than the stated 26.2kWh. After clocking 200km, it still had 195km of range.

This may have to do with the Taycan's excellent coasting ability, which is great for highways and open roads. For stop-go city driving, selecting Auto recuperation allows you to drive more efficiently as the car will go into power generation if it senses a vehicle in front. One-pedal driving is thus possible.

The Taycan is also an extremely well-built car - and not just in relation to other Porsches.

But most impressively, it is an emotive electric car, bringing hope to those who fear a world of sanitised, homogeneous vehicles when the combustion engine goes the way of the dodo.

• Follow Christopher Tan on Instagram @chris.motoring