It’s been nearly a month and a half since my wife bought the Taycan.

We occasionally drive it on the Royu Driveway, use it for commuting, and family outings. This time, I want to talk about the driving appeal of the Taycan. I’ll save a detailed report on its usability as an EV for another occasion.

Our Taycan is the Cross Turismo 4S. It produces 490 PS under normal conditions, with a maximum output of 571 PS. The 0-100 km/h time is 4.1 seconds. That’s already more than enough power, but the real heart of its driving lies in the chassis setup.

Impressions in Town

Right from the start, the ride feels solid and smooth. It’s similar to the Panamera but even cleaner, with a smooth roll from the very first tire rotation. The Taycan, unusually for an electric vehicle, uses a 2-speed gearbox, but in city driving, it rarely shifts. This means you can enjoy the ultra-smooth driving experience unique to EVs.

Acceleration is seamless, with no hesitation, delivering continuous power. The smoothness when slowing down at intersections, turning, and then accelerating again is remarkable. Without gears and with instant torque, there’s no disconnect between what the driver expects and the car’s response.

In fact, it’s smoother than you can imagine.

Without an engine, the cabin is naturally very quiet. Our Taycan is equipped with the Sport Electric Sound, which, when turned on, fills the inside and outside with a uniquely electric motor sound that’s hard to describe. This is great for times when the silence feels a bit too much and you want some auditory feedback.

The Sport Electric Sound system is very well designed. For example, during acceleration, the sound deepens and grows louder as if under load in a combustion engine car, while cruising is relatively quiet. When decelerating, the sound fades like an engine braking noise. Changing modes to Sport Plus even triggers a brief revving sound, just like in a Porsche with an engine.

It also produces shift sounds during acceleration and when shifting to second gear. I want to emphasize that this is not just a gimmicky noise.

So, it’s really fun to drive even in the city. The 500 PS of the GT3 is frustrating in town and not enjoyable at all, but the Taycan’s 500 PS is usable and enjoyable in everyday urban driving.

Starting off, overtaking, and re-accelerating from deceleration all require just a slight press of the right foot. The throttle opening needed is less than any car I’ve ever driven. It’s truly effortless and controllable, making driving very enjoyable. I’ve often heard that once you experience EV driving, you can’t go back to combustion engines—and the Taycan perfectly embodies that feeling.

Impressions on Winding Roads

In short, it turns incredibly well. It corners on a whole other level, beyond what you’d expect from its size and weight. This particular model has rear-axle steering, but even without it, it handles superbly.

Despite weighing 2.2 tons, it corners with such ease that I worry about how long the tires will last.

The initial steering response feels on par with the 718 and 992 models. I say this confidently as someone who owns and compares these cars. It’s definitely better than the 991 or 981 generations.

Mid-corner stability, control, and confidence—there’s nothing to complain about. Among Porsche’s non-911 and non-Cayman/Boxster models, the Macan’s driving performance is impressive, but the Taycan feels even better. It’s no surprise that Kazuo Shimizu’s YouTube double lane change test showed the Taycan was faster than the GT3.

Among Porsche’s four-door lineup—Macan, Cayenne, Panamera, and Taycan—the Taycan stands out with overwhelming driving performance and an exceptionally satisfying feel. When I reviewed it at the circuit before, I felt it was “very similar to a 911,” and I’m convinced now that wasn’t just my imagination.

Impressions on the Highway

It’s basically the “Nozomi” bullet train. From the tollgate, it accelerates smoothly without any hesitation, you don’t even notice it shifting into second gear, and it quickly reaches cruising speed.

The speed doesn’t feel as intense as it is, and with no engine vibrations or noise, you could easily find yourself going much faster than you realize.

The ultra-flat ride and the low center of gravity from the battery pack under the floor really shine here. There’s almost no side-to-side sway. Our model doesn’t have PDCC, but it feels like it does.
What’s especially notable is the excellent aerodynamics. I remember the first time I drove the Taycan on a test drive and truly felt what good aerodynamics meant. It feels like it’s running along an air rail, not so much generating downforce like a 911 but creating aerodynamic stability for straight-line driving.

Because of this, its high-speed stability is incredible. The stability of the 991 GT3 Touring and the 971 Panamera Turbo was on another level, but the Taycan surpasses even those. It’s a Porsche you can drive with more confidence and less sense of speed.

Overall Evaluation

Unfortunately, the Taycan doesn’t hold its resale value well. Because of this, many people avoid it, and others hesitate simply because it’s an EV.
However, as I’ve said before on this blog, its driving is unmistakably Porsche.

“Soul, electrified.” That is, a soul electrified.

When the Taycan was announced, this was its tagline. The intention was exactly that it’s an electric car carrying the “soul of Porsche,” and that tagline is no lie. Anyone who understands Porsche driving will recognize, “This is a Porsche.”
It’s that Porsche-like. On top of that, it lets you enjoy that high power in everyday driving. That’s its charm.

If you buy a Taycan and really drive it, I believe it offers more daily satisfaction than any other Porsche. At least, that’s true in our household. There’s no Porsche more convenient, faster, and enjoyable for daily use than the Taycan.
Its performance and feel more than make up for its poor resale value. That much I can say for sure.