{"id":37593,"date":"2020-11-02T06:00:51","date_gmt":"2020-11-01T21:00:51","guid":{"rendered":"https:\/\/www.panamera-life.com\/?p=37593"},"modified":"2021-06-01T23:23:19","modified_gmt":"2021-06-01T14:23:19","slug":"taycan-testdrive-at-circuit","status":"publish","type":"post","link":"https:\/\/www.panamera-life.com\/en\/entry\/taycan-testdrive-at-circuit\/","title":{"rendered":"Test Driving the Porsche Taycan Turbo S on the Circuit! How Does It Compare to the 911 and Panamera?"},"content":{"rendered":"

My husband recently had the chance to drive the Taycan on a circuit, and he wrote down his impressions. Please take a look if you’re interested. <\/p>\n

Taycan Test Drive<\/h3>\n

I had already seen the Porsche Taycan several times at previews and exhibitions, but this time was different. I actually got to drive the Taycan, which is not yet released in Japan.<\/strong> And not just anywhere \u2014 it was a test drive on a circuit.<\/p>\n

\"\" <\/p>\n

\"\" <\/p>\n

Under the clear skies at the Suzuka Forest Raceway, the Taycan Turbo S and Taycan Turbo<\/strong> were waiting. Their somewhat intimidating aura combined with futuristic design gave off a vibe that felt completely new and unlike any car I had experienced before.<\/p>\n

This time, I was driving the Taycan\u2019s top model, the Turbo S.<\/strong> After receiving explanations about the console and switches, I climbed into the cockpit. It felt less like a driver’s seat and more like a true “cockpit.” The instrument panel was fully digital, compact vertically, and not very large overall.<\/p>\n

It felt more like a special sports car than a sedan.<\/p>\n

\"\" <\/p>\n

The power was already on, but I was told that the Taycan is ready to drive simply by unlocking the car, getting in, and pressing the brake.<\/strong> They aimed for smartphone-like ease of use, and indeed, this felt very natural and stress-free.<\/p>\n

I shifted into drive using the small lever to the right of the steering wheel and pressed the accelerator. The sensation was smooth and seamless \u2014 the electric motor\u2019s unique smoothness made the tires start rolling effortlessly.<\/strong> It reminded me of the feeling when driving the electric motor in the Cayenne E-Hybrid.<\/p>\n

\"\"<\/p>\n

I gradually opened the throttle and approached the first corner. The driving mode was set to Normal for the first lap, and the leading 992-generation 911 was keeping a moderate pace. The circuit\u2019s pavement was in excellent condition, making it hard to judge ride comfort, but the contact with the road was very strong, and the ride felt flat and composed.<\/strong><\/p>\n

Alex from Porsche Japan mentioned that the Taycan is equipped with a 3-chamber air suspension designed with its weight in mind, and he believes the ride comfort is better than the current Panamera.<\/strong><\/p>\n

\"\"<\/p>\n

Indeed, the suspension felt mild yet very firm at its core, with almost no noticeable body roll even in the first corner. I gently pressed the accelerator through the gentle curve from the second to third corner, and it felt so natural that you wouldn\u2019t even realize it\u2019s an electric vehicle \u2014 no sudden power surges or overly sensitive throttle response.<\/strong><\/p>\n

It felt much like driving a powerful gasoline car. I think most people would feel comfortable driving it without any awkwardness.<\/p>\n

I operated the touchscreen on the center console to turn on the Porsche Electric Sport Sound. Then, a sound that\u2019s hard to describe \u2014 something like a \u201cvroom\u201d or \u201cweeeooom\u201d \u2014 clearly filled the cabin. The sound rose in pitch with the accelerator, making it very enjoyable. It\u2019s like a sports exhaust option for an engine car, but inside the cabin, it sounded futuristic and distinctly electric. I would definitely want this option.<\/strong><\/p>\n

\"\"<\/p>\n

The fourth corner was a tight right-hander. Given the Taycan\u2019s hefty weight of about 2.5 tons, I braced myself for some body sway or noticeable roll. But as soon as I entered the corner, I was surprised by its behavior. My impression was, “Is this really a 2.5-ton car?<\/strong>” It felt like driving a car weighing around 1.5 to 1.6 tons.<\/p>\n

There was no sensation of the upper body being thrown around; the low center of gravity was very apparent. It felt like driving an incredibly low-slung car, smoothly powering through tight corners.<\/p>\n

When the 911 ahead picked up the pace, I pressed the accelerator. Power surged instantly, and I easily kept up with the 911. In moments like this, you really feel the electric car\u2019s advantage \u2014 the time between pressing the accelerator and power delivery is incredibly short.<\/strong><\/p>\n

Of course, the 911\u2019s response is impressive, but the motor operates on a whole different level. It\u2019s a matter of milliseconds, but human senses can definitely perceive the difference.<\/p>\n

\"\"<\/p>\n

Experiencing Taycan\u2019s Acceleration<\/h3>\n

After a lap, I switched to Sport mode. Then, I received radio instructions to floor the accelerator on the home straight, finally unleashing the Taycan Turbo S. I pressed the accelerator pedal all the way down. The Taycan accelerated fiercely, pushing my head back as the speedometer climbed rapidly.<\/p>\n

The acceleration felt comparable to the GT3 or Panamera Turbo. Just as I was thinking, “Wow, this is fast!<\/strong>” I experienced something new \u2014 the acceleration G-force pushing my head back didn\u2019t ease up.<\/strong><\/p>\n

Normally, as speed increases, the acceleration G-force subsides, and your head gradually returns to its usual position. But the Taycan was different. The acceleration G-force didn\u2019t let up. My head wouldn\u2019t move back forward. My reaction was, “Wait, it still accelerates this hard from here?!<\/strong>“<\/p>\n

\u00a0\"\"<\/p>\n

The acceleration keeps building. It felt like the speed just kept climbing smoothly, defying my body\u2019s expectation that the G-force would ease around 80 km\/h. It was an acceleration sensation that made me think, “It\u2019s still going from here?<\/strong>” It reminded me of how a skilled baseball pitcher\u2019s ball seems to \u201cjump\u201d or \u201cextend\u201d mid-flight \u2014 the Taycan showed a similar behavior.<\/p>\n

While its top speed can\u2019t match gasoline cars, this kind of acceleration is perfect for everyday highway merges and overtaking, where you can fully appreciate the Taycan\u2019s power.<\/p>\n\n\n\n
Next page \u2192 The Taycan is closer to the 911 than the Panamera!? My husband\u2019s take\u2026<\/a><\/strong><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

<\/p>\n

Taycan: Closer to the 911 than the Panamera<\/h3>\n

Actually, before and after this Taycan test drive, we also drove the same circuit in a 911 Carrera S and a Panamera GTS. Based on that, what kind of car is the Taycan? Contrary to thinking it\u2019s closer to the Panamera, my impression is that it\u2019s overwhelmingly closer to the 911.<\/strong><\/p>\n

I recall a staff member at a Taycan exhibition mentioning that it feels similar to the 911 Carrera 4S, and after driving and comparing, I completely agree.<\/p>\n

After the test drive, I had a chance to talk with Alex from Porsche Japan. When I said right away, “The feel is more like the 911 than the Panamera,”<\/strong> he smiled broadly and said, “Exactly!” That left a strong impression on me.<\/p>\n

\"\"<\/p>\n

To be more specific, it\u2019s not just about acceleration or power, but the chassis behavior and tuning are very similar.<\/strong> The dense, packed feeling inside the 992-generation 911\u2019s body and the richness of its driving experience are truly alike. The way it behaves in Sport mode when pushing hard through circuit corners, the minimal roll, and the low center of gravity are major reasons for this similarity.<\/p>\n

So, how does it differ from the Panamera GTS?<\/strong> The difference is especially noticeable in cornering feel. Compared to the Taycan and 911, the Panamera feels a bit taller in the hips, and its chassis feels less dense and packed.<\/strong><\/p>\n

I particularly noticed this difference in the front outer tire\u2019s contact feel.<\/p>\n

\"\"<\/p>\n

It\u2019s a matter of sensation, but compared to the tightly packed feel of the 911 and Taycan, the Panamera feels like it has a slight gap inside. I believe this is intentional tuning to fulfill its role as a luxury sedan, but although the Panamera and Taycan look similar, their driving experiences are quite different.<\/strong><\/p>\n

So what kind of car is the Taycan positioned as? Judging by the compact rear seats, it\u2019s not really a car designed for carrying passengers.<\/strong> That role is left to the higher-end Panamera. The Taycan seems to be positioned as a personal sedan \u2014 more for commuting, shopping, and short drives, rather than a family car.<\/p>\n

\"\"<\/p>\n

If I were to get a Taycan, I think I would use it more like a 911 than as a replacement for a Panamera or Cayenne.<\/strong> Mostly driving alone for commuting or weekend drives, enjoying the incredible handling created by the electric motor\u2019s power and ultra-low center of gravity chassis.<\/p>\n

What I felt from this test drive is that while the Taycan\u2019s power and 0-100 km\/h acceleration times stand out, its true appeal lies in its chassis performance.<\/strong> If you have the chance to test drive one in the future, I highly recommend focusing on the chassis and its feel.<\/p>\n","protected":false},"excerpt":{"rendered":"My husband recently had the chance to drive the Taycan on a circuit, and he wrote down his impressions. Please take a look if you’re interested. Taycan Test Drive I had already seen the Porsche Taycan several times at previews and exhibitions, but this time was different. I actually got to drive the Taycan, which is not yet released in Japan. And not just anywhere \u2014 it was a test drive on a circuit. 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