- New batteries and a new rear electric motor bring significant range gains for the 2025 Porsche Taycan.
- Peak power increases to 938 hp for the top Taycan Turbo S model.
- Prices now run from $101,395 up to $213,695.
We have been fans of the Porsche Taycan since it was launched back in 2019, but love has not blinded us to some of its faults. The most obvious of these has always been poor range when compared to luxury EV rivals. Although we proved the current Taycan is capable of beating its EPA rating, the revised 2025 version is going to boast significant improvements to both range and performance, alongside the usual design and technology tweaks. Last week we got the chance to experience the new powertrain in a pre-production Taycan in California, and now we can share full details.
Visual changes are limited. The revised Taycan gets new LED headlights along with revised front fenders. On more expensive versions the full-width light bar at the rear will also now incorporate an illuminated red “PORSCHE” legend; buyers of cheaper models will be able to pay for this as well. The Turbo S is also set to gain fake vents integrated into the sides of the rear bumper. Although these don’t have any additional cooling effect, their location and size does apparently help with aerodynamic performance.
Battery and Power Improvements
All versions of the Taycan get new batteries. The standard pack will increase to an 83.6-kWh usable capacity. Above that, the new Performance battery pack, which is optional on the base and 4S Taycan and standard on the Turbos, takes usable capacity to 97.0 kWh. This new battery pack features a new chemistry with a higher nickel content that has kept dimensions consistent with the outgoing unit, while still significantly increasing capacity. Because of this, Porsche says the new Performance battery weighs 19 pounds less than the old one. Despite more standard equipment, overall curb weight for the Turbo S is a claimed 33 pounds less.
Charging speeds have improved, with the headline peak now a dizzying 320 kW if the Taycan is hooked up to a sufficiently potent 800-volt DC fast-charger. Fast-charging can also take place with the battery at lower temperatures. A 150-kW DC/DC converter will also now be standard, to help also improve charging speeds on 400-volt networks.
Improved powertrain efficiency and the larger battery packs have improved range, too. Although we need to wait for EPA numbers, on European WLTP figures the rear-drive Taycan with the Performance battery is now claimed to go 421 miles, a 108 mile improvement, with the Turbo S rising from 290 miles to 391 miles. Our experience with the rear-drive prototype with the larger battery suggested that it would achieve around 320 miles in our real-world 75 mph range test.
The other big hardware change is the arrival of a new rear motor that is both lighter and more powerful than before. It still incorporates the novelty of a two-speed transmission to improve efficiency at higher speeds. Peak power is quoted at the same 402 hp for the rear-wheel-drive version, although it is no longer necessary to activate the launch control mode to get full power. Porsche estimates a 4.5-second 60 mph time, an 0.6-second improvement on the company’s claim for the original RWD version.
The Turbo S gets more power, although this needs to be progressively unlocked by drivers. The basic “always there” output rises to 764 hp across the two motors, with a new push-to-pass function—which comes as part of the Sport Chrono pack—unlocking an extra 93 hp for up to 10 seconds using a button integrated into the steering wheel drive mode selector. The launch control mode adds even more power, a so-called overboost function boosting the peak to 938 hp, accompanied by 808 pound-feet of torque. (In the outgoing Turbo S the corresponding numbers were 750 hp and 774 pound-feet.) As we had already run the original Turbo S through the 60 mph benchmark in 2.4 seconds, we anticipate a significant improvement.
Trim Levels and Other Upgrades
In addition to the base car and the Turbo S, the intermediate Taycan 4S and Taycan Turbo will continue, but we will have to wait for detailed specs. Both the Taycan sedan and wagon-ish Cross Turismo bodystyles will continue to be offered in the ‘States, although the latter won’t be available in rear-drive form. We expect the Taycan GTS, which is currently the only way to get the cladding-less Sport Turismo wagon body style in the U.S., will return to the lineup as well.
Other hardware upgrades include a standard air suspension on all versions along with adaptive dampers. An optional anti-roll system will continue to be offered, but the outgoing model’s 48-volt electrical system has been replaced with a new electro-hydraulic setup called Active Ride. As well as countering roll, this will also compensate for pitch and dive under acceleration and braking, and offer what is described as a “curve tilt” function that will slightly lean the Taycan into a corner (some Mercedes models have already offered a similar function.) Unfortunately, the revised Taycan still won’t offer a one-pedal drive mode as Porsche thinks this would compromise the purity of the driving experience. We say it would be nice to have the choice.
New Screens Inside
Interior changes are limited. The optional passenger-side screen gains a new filter that means it can only be seen from the passenger seat. This will allow video to be (legally) played when the car is moving. The digital instruments are also redesigned and will now show a prediction of the maximum charging speed the car can support given current battery conditions. UI revisions include the adoption of the next-generation Apple CarPlay+, which will allow climate functions to be controlled from within the system. Drivers using Porsche’s own navigation system will also be able to plan detailed routes around charging stations and targeted battery levels.
Prices have also increased. The entry-level rear-wheel-drive Taycan will now cost $101,395, the Taycan 4S will be $120,495, the Taycan Turbo $175,595, and the Taycan Turbo S $210,995. The equivalent Cross Turismo will be $2700 more expensive, but will continue to lack the option of a rear-drive version; the cheapest longroof will be the $113,095 Taycan 4 Cross Turismo. Deliveries start in the summer.
Our man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo, but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16.