► Taycan GTS launched
► Middle of the Taycan range
► More powerful than old version
I suppose it would be remiss to relaunch the Porsche Taycan electric car without shoving another Taycan GTS model somewhere in the mix. Remember when Porsche unveiled the Mission E concept car 10 years ago? Well, fast-forward a decade and there are now no fewer than 16 Taycan variants on sale. Six-teen. So many Taycans, so much choice… but the GTS might be the sweet spot.
The top Taycan Turbo GT can do 0-62mph in 2.2 seconds, which would come in handy if you’d just held up a betting shop or doused Camilla Parker Bowles’ face with milkshake. For those of us who live in the real world, though, with a clear conscience and a delicate viscera, such savage acceleration might only serve to induce a heavy vomit.
The GTS, on the other hand, with its positively lethargic 3.3-second 0-62mph time, will at least give you an extra moment to ponder where it all went wrong before hitting that tree, lamp post, pensioner.
It’s no slouch, the Taycan GTS, but there’s plenty more to it than just provocatively silly acceleration. It features unique suspension, along with a racier yet still tastefully appointed interior to match. The Taycan GTS is the thinking delinquent’s electric car, and we’ve been to try it out. Read on for the full review from CAR, or head over to our how we test cars page to found out how we reached our verdict.
At a glance
Pros: Rapid pace, tastefully appointed interior, excellent ride
Cons: Only a few upgrades over base model, possibly not worth the premium, Taycan Turbos will ruin your day at the lights
What’s new?
The Porsche Taycan was facelifted last year, though it’s taken until now for the GTS to get its new look. The 2025 model features a slightly revised front end with new headlights, but the cosmetic updates are truly insubstantial. What’s more impressive is the performance this new model churns out. The 2025 Taycan GTS produces 100bhp more than the old GTS for a 0.4-second-faster 0-62mph time and a 1.6-second-quicker time to 124mph. Serious business.
The new car also benefits from Porsche’s latest battery tech, as found on the rest of the updated Taycan range: a larger 97kWh useable battery for an extended range of up to 390 miles. That’s 74 miles more than the old model, according to the WLTP cycle.
What are the specs?
The 2025 Porsche Taycan GTS is four-wheel drive and has a maximum power output of 596bhp. However, a press of the let’s-f***ing-have-it launch control button unlocks as much as 690bhp with 790Nm of torque.
In this mode, 0-62mph takes 3.3 seconds, while top speed is capped at 155mph. Looking for some wider Taycan context? That’s around 200bhp more than you get in the base-spec Taycan, and a second and a half quicker to 62. However, the GTS model can’t quite match the entry model on luggage capacity: 405 litresoffered compared to 446 in the regular model (both figures are from Sport Turismo variants with seats up)
The Taycan GTS’ maximum range on a combined cycle is 390 miles, and it even charges quicker than the previous model, too: 10-80% on a 150kW DC charger takes just 33 min, or 18 mins on 320kW maximum charging power. Stick it on a 9.6kW AC charger at home and you’ll have to wait 13 hours for it to brim. According to figures produced by WLTP, the Taycan GTS has an efficiency rating of 3.4 miles per kWh on a combined run, though this figure improved to 3.7 miles per kWh on a city cycle.
As a battery electric vehicle, the Taycan GTS produces zero emissions.
What’s it like to drive?
The Taycan GTS accelerates about as quickly as you’d ever want – let alone need – a car to. I reckon it’s a party trick that would soon wear out, but having the power on tap for short and decisive overtakes was reassuring. You simply pull up to the rear end of whichever sorry old codger stands between you and the open road, hit the overboost button to pull the sling shot move of a lifetime and then BAM… he’s in your dust.
Muchos improperios are directed at you and your libertine driving style but you won’t be able to hear them over the pseudo-engine noise being piped in through the GTS’ speakers anyway.
The Taycan GTS comes equipped with adaptive air suspension as standard, as well as Porsche’s Active Suspension Management System (PASM). It’s the tech that lifts the car with a jolt to help you get in and out, but on the road it allows for seamless and effortless changeability between ride set ups. In normal mode, the GTS’ damping is gloriously supple. It glides along with such a gratifying composure that you forget it’s supposed to be a sportier model.
But when you do put your foot down, the coalition of suspension tech beneath you comes alive. The GTS features more rigid anti-roll bars than the base Taycan, and when combined with optional active ride and rear-wheel steering – both were equipped on my car –they allow for easy corner devouring, with more of a responsiveness than the size and weight would suggest. The GTS feels heavy on the road, but still with an attentive eagerness to follow the orders of your input.
The steering is rather heavy in its normal mode, and not especially sensitive off centre, but I reckon these are good qualities. The steering invites you to take your time with each corner, enticing you to pick your lines with care rather than hauling the car around with twitchier movements. Curiously, in contrast to steering convention, dialling up through the drive modes seemed to take weight off the steering rather than adding more on for greater engagement. No doubt your perfect set up could be configured easily with an individual drive mode set up.
What’s it like inside?
The interior of the GTS is plush but has a racier feel to it than the standard Taycan by virtue of all the suede-like Race Tex around the cabin. From the steering wheel to the dashboard to the door lining – it really is everywhere. Head room is plentiful, there’s a wealth of leg room on offer in the back and like all Taycan interiors, the GTS’ cabin feels premium.
The infotainment displays are crisp and responsive to inputs, but three felt a bit excessive. The GTS I tested didn’t quite serve up Audi levels of in-your-face square-inchage but it wasn’t far off.
Build quality around the dashboard is especially strong but I found the very Porsche-like business charcoal grey finish in my car a let-down. The interior mien should’ve popped a little more, so as to match the more explosive personality of the model. I’m sure this could be arranged with a specific order to the kitchen, mind. Sigh… back to the Porsche configurator, I guess. Hello again old friend.
What models are on offer?
The GTS is available in just one trim but can be spec’d as either a saloon or an estate car. The former will set you back from £117,500 while the bigger boot option, the Sport Turismo GTS, starts from £118,300.
All come very generously equipped, but options can get expensive. Paint-to-sample colours can cost as much as £17, 211, while various trim details and comfort features can also reach into the thousands. Go even a little crazy on the configurator and you could be looking at a £140,000 bill.
Verdict
The GTS is an excellent EV, and even amongst an esteemed product family it shines as a particularly likeable example. It’s not as crazy as a Turbo GT model but has a little extra fizz to separate it from the base-spec version. The GTS is mighty quick, handles well and has an excellently appointed interior, but I think the price is an issue. The regular Taycan is already fast, and I’d find the £30k price hike up to the GTS hard to justify for a second-and-a-half quicker to 62mph.
It drives nicely for what it is, but even with all the trick suspension tech it still doesn’t feel like a real sports car. If it were my money on the line, I’d pick up a base-spec Taycan and then use the £30k for something a little more purpose-built to chase thrills in.