- Nearly one hundred more horsepower? Yes, have some
- Push-to-pass gives the Taycan a 10-second, 94-hp boost
- It’s $149,895 for the GTS, and $151,795 for the GTS Sport Turismo
Heads up: Porsche has breathed on its go-farther, charge-faster 2025 Taycan, and piled on more of what we find so compelling about its maiden electric sedan.
No matter how you assess it—and we’ve driven Taycans on Porsche’s Finnish ice rink, and raced along with a Taycan Turbo GT—it’s one of the only EVs that faithfully translates the brand’s usual characteristics into the electric era.
Now there’s a refreshed model that underscores, bolds, and italicizes that broad statement: the updated 2025 Taycan GTS.
If you thought the base Taycan’s road-rattling acceleration and flypaper grip couldn’t get better, well it’s OK to be wrong. It didn’t need to be quicker, faster, more settled, more plushly equipped—or more expensive—but the GTS is all that.
It’s better living through even more technology, a stealthy wealth indicator that you only realize once it’s blasted around you and back into the mist that swamped north Georgia when I drove one the week before last.
2025 Porsche Taycan GTS
Porsche sells the GTS in both the four-door sedan and Gran Turismo wagon body style, but in either case the power comes from batteries and motors. Here, it’s a standard 2-motor all-wheel-drive setup, with a more powerful rear motor, a retuned inverter, and better cooling, which enable an improved charging rate of up to 320 kw.
With a gross battery pack power rating of 105 kwh, the Taycan GTS’s output rises to nearly that of the pre-2025 Taycan Turbo. It’s 596 hp until you engage launch control and overboost mode, when software unlocks a net 690 hp—and the car flings you and itself to 60 mph in 3.1 seconds, or 0.4 second quicker than the previous Taycan GTS. Porsche claims a 0.7-second dip in the quarter-mile time, too; it’s down to 11.1 seconds.
With its enhanced drivetrain perks—the GTS roughly equals Diamond Medallion status—the Taycan GTS gets the rorty programmed sounds of the Turbo version. It pumps out its synth-exhaust jam at a very noticeable crossover point, like an electrical pulse hitting a nerve—and while I don’t need the audible to quarterback my driving from the speaker system, some drivers will appreciate it.
I’m much more attuned with the Sport Chrono drive modes and push-to-pass while I thread the Taycan delicately through foggy, wet switchbacks and around local traffic. Where it’s more dry and more clear, I flick the drive-mode hub for brief but intense stabs of power that resect the road with a surgeon’s hand. It’s ridiculously easy to warp past an 18-wheeler on a back road—even where it really shouldn’t be. Push-to-pass lasts for ten glorious seconds, before its gauge icon goes dim and your neurons revert to something closer to normal. With its heroic sweep of torque, it consumes dawdling shitboxes like I consume Swedish ginger cookies and espresso. Without mercy.
Porsche hasn’t confirmed EPA-rated range yet, but the Taycan GTS does have a frugal drive mode that’s so parsimonious with energy, it shuts off the passenger-side digital display. Sport Turismo wagons will be rated slightly lower, due to more aero drag. Both will charge from 10-80% in 18 minutes.
2025 Porsche Taycan GTS
Porsche Taycan GTS: An EV scalpel
Where the GTS makes its stand is when it corners. It goes pell-mell into the knotty 15-degree hairpins that ensure Atlanta stays at bay from the one-stoplight towns that dot north Georgia. It can take hours to go a few dozen miles by conventional means.
The Taycan is not conventional. To the standard air suspension and 20-inch wheels of the base Taycan, the GTS dabs on an available Dynamic pack with 21-inch wheels on summer tires (track treads can be spec’ed, too), as well as rear-wheel steering and active anti-roll bars, which counters body lean and lends more stability in sweeping bends and kinky curls of pavement alike.
With both this “Active Ride Control” and carbon-ceramic brakes, the GTS played the November rain like a fool. Maybe it didn’t need the costly brake upgrade—we’ve found the Taycan’s cast-iron units just swell, in any case—but the suspension work gifts the big, heavy EV a lightness of perception. In its standard drive mode, it fends off moderately bumpy pavement with assertive damping but saves its best comebacks for those switchbacks. Flipped into Sport+ mode, the slightest of shimmies works its way through the steering column while the Taycan GTS tosses the last bit of forgiveness it has for unmaintained roads. It doesn’t lose its patience and worry itself across the asphalt—it just refuses to engage in foolishness and tracks fearsomely flat.
Porsche elevated EV ride and handling with the Taycan, and the GTS has amplified that win, degree by degree, with stouter but more scalpel-like steering, and a ride resilient enough to contemplate for everyday use. Among electric cars, only Lucid and Hyundai have sorted out the intersection of EV heft and enjoyable handling—so long as you tell the Taycan’s active lane control to knock it off and to stop nibbling the car back toward the centerline even when you’re not crossing double-yellow lines.
2025 Porsche Taycan GTS
Porsche Taycan GTS: Bummer time
The Taycan’s four-seat interior shrink-wraps around larger people, and its 18-way adaptive sport seats get as snuggly as you’d like by fiddling with seat-side and screen controls. The back seats remain more of a suggestion for anyone in D1 sports or on the big-and-tall end of the size spectrum, but you can heat the rear seats for those who fit. The trunk? Well, she’s small.
Still, the Taycan’s intimacy ends up charming most drivers over. Wrapped in Race-Tex synthetic suede, the GTS cabin has a bit of concept-car ethos, as stripped down and touchscreen-driven as it is. Synthetic leather comes standard but of course, Porsche will leather up anything you want, or paint it, stitch it, or encase it in carbon-fiber. You can watch your dollars fly away through the tiny Band-Aid that passes for a rear window.
The Taycan GTS won’t appeal to skinflints, not at the base price of $149,895 including $1,995 in destination. It does come with 20-inch wheels with summer tires, 18-way power front seats, the air suspension, Sport Chrono, a heated steering wheel, parking sensors and active lane control, ambient lighting, rear side airbags, and wireless smartphone charging.
As tested, the Taycan GTS I drove had $40,310 in options. That comprises $2,840 for its Slate Grey Neo paint, $2,920 for the 21-inch RS Spyder wheels and summer tires, $5,030 for a gray interior with 18-way front seats and heated rear seats, $7,150 for Porsche Active Ride and $1,340 for rear-axle steering, a few thousand for Race-Tex and carbon and aluminum trim, $1,710 for LED matrix headlights, about six grand for adaptive cruise control and a surround-view camera system and a head-up display, $1,490 for a passenger-side display screen, and a free year of 30-minute charging at Electrify America.
Efficiency freaks still will set their sights on the base Taycan and its range-maxing setup, while speed freaks can lust after the even quicker, faster, and more expensive Turbo GT. The GTS puts it all in the balance—even if its brain-shaking acceleration and grip put almost nothing else into rational perspective.
Porsche paid for a hotel room and a top-off on the Taycan’s battery so we could bring you this test drive review.