Before and after driving the Taycan, I drove the same circuit in a 911 Carrera S and a Panamera GTS. So how would I describe the Taycan? You might expect it to be closer to the Panamera, but my impression was that it felt far more like a 911.
I remembered someone at a Taycan preview saying that its feel was close to that of a 911 Carrera 4S. After driving and comparing them myself, I can see exactly what they meant.
After the drive, I had a chance to speak with Alex from Porsche Japan. When he asked what I thought, my first response was, “In terms of feel, it’s much closer to a 911 than a Panamera.” I still remember his broad smile and enthusiastic “Exactly!”
To be more specific, it’s not just about acceleration or outright performance—the chassis behavior and tuning are remarkably similar. The Taycan shares the 992-generation 911’s sense of solidity and intensity on the road. The way it behaved when pushed through the corners in Sport mode, its minimal body roll, and its low center of gravity all contributed to that impression.
So, how does it differ from the Panamera GTS? I noticed the contrast most clearly in the corners. Compared with the Taycan and 911, the Panamera feels a little taller, and its chassis feels less dense and tightly integrated.
I noticed the difference most clearly in the way the outer front tire felt planted on the road.
It’s a subjective impression, but the 911 and Taycan feel as if they’re packed solid, while the Panamera has just a little more space to breathe. I suspect that’s an intentional part of its setup, given its role as a luxury sedan. Although the Panamera and Taycan look similar, they feel quite different on the road.
That raises the question: what kind of role is the Taycan designed to fill? Its compact rear seats don’t make it an ideal car for carrying passengers. That’s a job better suited to the larger Panamera. The Taycan feels more like a personal sedan—for commuting, errands, and local drives, rather than serving as the family car.
If I owned a Taycan, I don’t think I’d use it as a substitute for a Panamera or Cayenne. I’d use it more like a 911. Most of the time, I’d be driving alone—commuting or heading out for a weekend drive—and enjoying the electric motor’s punch and the astonishing handling made possible by its ultra-low center of gravity.
The Taycan’s power and 0–100 km/h time may grab the headlines, but I think its real appeal lies in its chassis performance. If you get the chance to drive one, I’d encourage you to focus on the way the chassis behaves and how it feels from behind the wheel.
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