2025 Porsche Taycan GTS

Grand Touring Sport models typically join a Porsche product line sometime after the base and Turbo variants first break cover. The GTS formula invariably adds select Turbo-model gear otherwise unavailable on a base or S model to form a tantalizing new middle rung on the price/performance ladder. And so here we are driving the 2025 Porsche Taycan GTS seven months after its mid-cycle-enhanced breed first appeared. This pattern has played out for long enough to completely exhaust our supply of middle-child, just-right, 'tweener aphorisms. So let's quickly cover the litany of top-model gear that comprises the 2025 Taycan GTS package and get right into how this Malcom-in-the-middle model moves. The headline news is that electrical architecture and motor improvements made to this mid-cycle update bring lots of extra power. The previous Taycan GTS made 509 hp nominal, 590 with overboost/launch control; this one jacks those numbers up to 596 and 690. Porsche says that's enough to drop 0.4 second from the 0-to-60-mph time and 0.7 second from the quarter mile run (to 3.1 and 11.1 seconds). Standard equipment now includes adaptive air suspension with PASM (the GTS-specific tuning of which is credited with improving handling and roll-resistance by about 16 percent), Porsche Torque Vectoring Plus (an electronically controlled differential lock plus brake intervention), 20-inch rolling stock, and Porsche Electric Sound. Inside you get 18-way adaptive sport seats, the GT multifunction heated steering wheel, Sport Chrono package (with its push-to-pass feature to temporarily summon all 690 horses) and a Bose surround sound system. The cars we drove were further enhanced with Porsche Active Ride—a $7,150 option that, according to Porsche's internal spider-graphs, improves base-car pitch, roll, stability, and handling by about 80 percent while improving ride comfort by about half that. The GTS-specific tuning of this system supposedly ekes out a smidgen more handling and chassis roll resistance at some slight cost to pitch and overall body stability. Some older buyers may justify the price simply because it raises the body side whenever a door is opened to ease the climb in or out.

We selected a 2025 Porsche Taycan GTS Sport Turismo wagon variant for our drive route wound through the north-Georgia mountains. It's the most popular Taycan GTS body style, and all other long-roof Taycans are Cross Turismos with the SUV cosplay doodads. We'd spent the morning flogging the lightest 911 variant (a Carrera T) on these same roads and found it pretty ballsy of Porsche to invite comparisons with a car weighing a literal ton less. But it turns out, all the hardware and software Porsche throws on this new Taycan works some straight-up virtual-weight-loss miracles.

Sure, there's brute force involved: The Active Ride system's hydraulic pumps must have done Hoover Dam work to remove all pitch, roll, and dive as we worked the pedals and wheel for all they're worth (5kW per corner is the system's max instantaneous power draw). The driver remains blissfully unaware of both the Porsche Torque Vectoring and rear-steering working their magic at speed, however, and while the much more heavily laden helm can't match the 911's feel, it's darn decent as far as modern steering systems go.

We're still sore that of the myriad parameters a driver can adjust, one-pedal-driving is not among them. That said, the blend of regenerative braking (now up to 400kW worth!) and friction braking is completely seamless with remarkable brake feel. But we struggle to imagine anyone buying a $150,000 station wagon for track work, so the $9,070 carbon-ceramic brake option seems pointless unless your 150-mph autobahn commute gets frequently interrupted by clueless 60-mph left-lane interlopers.

The giant 265/35 front, 305/30 rear 21-inch Pirelli P Zero tires hung on with aplomb, only squealing a tiny bit right out at the raggedy edge of their friction circle. Speaking of which, passengers can monitor the lateral load on the $1,490 passenger display—ours noted a 1.14 g peak in a particularly squealy right-hander, and at least 1 g during a launch-control acceleration (the blue indicator “ball” that traces the friction circle covered up the decimal).

We pressed the push-to-pass button in the center of the mode-selector on the steering wheel after pulling out to overtake another car and felt a noticeable shove as the extra 94 horses and 48 lb-ft suddenly kicked in as if a giant polo mallet just struck us. Likewise, on a second pass within the 10-second power-boost window, cancellation of the boost was equally noticeable.

Price and On Sale Date Order books are open now for deliveries beginning late in the first quarter of 2025, with starting prices of $149,895 for the 2025 Porsche Taycan GTS sedan and $151,795 for the Sport Turismo wagon. The Carmine Red Sport Turismo we drove stickered at $199,935, but deleting the PCCB stoppers and everything else that didn't help it go, stop, or turn better would cut that to $163,205. Most people will find that pricey, but in the Porschesphere, it's right where a GTS goes: $62,000 more than the base Taycan, and $68,000 less than the top Turbo GT.

2025 Porsche Taycan GTS Specifications PRICE BASE $149,895-$151,795 LAYOUTS Front- & rear-motor, AWD, 4-5-pass, 4-door sedan, wagon MOTORS 596-690-hp/534-582-lb-ft (comb), AC permanent-magnet electric TRANSMISSIONS 1-speed auto (fr), 2-speed auto (rr) CURB WEIGHT 5,050-5,150 lb (mfr) WHEELBASE 114.2-114.3 in L x W x H 195.4-195.8 x 77.4 x 54.3-55.6 in 0-60 MPH 3.1 sec (mfr est) E.P.A CITY/HWY/COMB FUEL ECON TBD ON SALE March 2025

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