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Car and Driver
12-05-2025
- Automotive
- Car and Driver
2025 Porsche Taycan Turbo GT Weissach Is the Quickest of the Mega EVs
The 2025 Porsche Taycan Turbo GT sheds 288 pounds with the Weissach pack, adding aero bits and stickier tires, but the extra drag reduces range by 7 miles. The Weissach car hits 60 mph in the same 1.9 seconds as the regular Turbo GT, but it's one-tenth quicker to 70 mph, and 160 mph arrives 0.5 second sooner. Lateral grip also improves, as the Weissach package pulls 1.11 g's on the skidpad, up from the regular Turbo GT's 1.08 g's on the same Trofeo RS tires. Welcome to Car and Driver's Testing Hub, where we zoom in on the test numbers. We've been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here). Bewinged and slathered in Purple Sky paint, our 2025 Porsche Taycan Turbo GT Weissach edition looks like it means business. Open either rear door and you'll also see how far Porsche has gone in its efforts to reduce weight, because this four-door sedan only seats two. The rear seat has been stripped out. A carbon-fiber thingamabob in its place is emblazoned with "no step" iconography that warns you that this space is for cargo only. Other changes include deleting the Taycan's signature dual fender-mounted charge ports, so you'll always have to charge only on one side, like with almost every other EV. You'll look out through a thinner windshield and live without rear speakers. But that rear seat is gone for a reason: So that weight can be added back in the form of downforce without exceeding the tire's limitations. The aero changes include front and rear splitters and a sizeable stand-up wing that combine for 175 pounds of front and 310 pounds of rear downforce. But Aero 101 tells us that any amount of downforce comes at the expense of some amount of drag. Frankly, we didn't know if this 1019-hp machine would be quicker in a straight line than the last Taycan Turbo GT we tested—the first car to hit 60 mph in under two seconds—because the Weissach car weighed 288 pounds less on our scales or if it'd be slower because of the extra drag that comes with the aerodynamic add-ons, particularly at higher speeds. There was only one way to find out. Michael Simari | Car and Driver Turns Out, It Was Both Our first stop was acceleration, because we wanted to make sure the battery was at peak performance. It's no use depleting the battery on some cornering or braking exercise, although we did gently slalom our way there to put some heat in the tires. The first launch was a monster, with more noise than we expected, along with some slight nagging wheelspin. On the return run, the launch hit just as hard, but it was less of a shock because we knew what was coming this time. We ran it again and again, laying down more rubber each time. This isn't a huge deal, as this is normal asphalt. Mostly, it was a case of blowing off the dust. Still, turns out runs four and seven (upwind and downwind) were the quickest, which is unusual for an EV, so those are the two we averaged together. The Weissach car was fractionally better at the 60-mph mark than our regular 2025 Turbo GT, 1.887 to 1.904, but it rounds to the same 1.9 seconds. After that, however, the Weissach has the clear edge. At 70 mph, the difference is 2.3 versus 2.4. The difference creeps up from 5.0 to 4.8 seconds at 110 mph. It's an advantage of 0.3 second at 140 mph, 0.4 second at 150 mph, and 0.5 second (a.k.a. 10.5 vs 11.0 seconds) at 160 mph. In there somewhere, the Weissach passed the quarter-mile at 9.2 seconds and 152 mph, which is one-tenth and 2 mph better and beats both the Lucid Air Sapphire (by a tenth) and Tesla Model S Plaid (by two tenths). So much for the 'negative' effects of aerodynamic drag. Also, we verified the Weissach's 190-mph top speed, which betters the Turbo GT's top speed of 180 mph. Michael Simari | Car and Driver Next up, we did braking, and this was a mixed bag. The purple people eater and the normal Turbo GT traded blows, as the Weissach did one foot better in the 70-mph stop (140 versus 141 feet), while the regular Turbo GT pipped it in the 100-mph realm: 274 to 275 feet. Still, it must be said that this was just for single-stop honors. If you average the lot, the Weissach wins both contests with a tighter grouping, although by a very narrow margin: 141 to 145 feet, and 275 to 277 feet. Orbiting the skidpad comes last, and this was a clear win for the purple one, 1.11 versus 1.08 g. There Is Always a Catch Now, don't all go rushing out and buy one, even though there is zero upcharge for the Weissach package. There are a few intangibles you've got to think about. For one, you'll miss out on the chance to sample Porsche's glorious option list, because most of them are not available on the Weissach. No doubt this is why the weight difference here is 288 pounds instead of the 165 pounds that Porsche says it should be, as our previous Turbo GT test car had the optional glass roof. Michael Simari | Car and Driver Another thing to consider is that the weight loss comes from that thinner windshield, which means less sound deadening. You hear a bit more noise from the motors, and stone-pecking from the tires is ever-present. It doesn't show up on the interior-sound-level meters, which are a virtual tie on smooth asphalt, but since when is your road system free of wee stones? Part of this is the vacuuming effect of the Trofeo RS tires, which come standard with the Weissach package; they're optional on the regular Turbo GT. Hmm. Wait a minute. The optional nature of the P Zero Trofeo RS tires on the Turbo GT is another reason you will pay more for a car that goes nearly as fast as a Weissach yet somehow doesn't stick as well. Specifications Specifications 2025 Porsche Taycan Turbo GT with Weissach Package Vehicle Type: front- and rear-motor, all-wheel-drive, 2-passenger, 4-door sedan PRICE Base/As Tested: $231,995/$233,395 Options: GT silver interior accents and seatbelts, $940; illuminated rear Porsche logo, $460 POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 1019 hp Combined Torque: 914 lb-ft Battery Pack: liquid-cooled lithium-ion, 97 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 320 kW Transmissions, F/R: direct-drive/2-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 16.5-in vented, cross-drilled carbon-ceramic disc/16.1-in vented, cross-drilled carbon-ceramic disc Tires: Pirelli P Zero Trofeo RS Elect F: 265/35ZR-21 (101Y) NF0 R: 305/30ZR-21 (104Y) NF0 DIMENSIONS Wheelbase: 114.2 in Length: 195.6 in Width: 78.7 in Height: 54.3 in Cargo Volume, F/R: 3/13 ft3 Curb Weight: 4915 lb C/D TEST RESULTS 60 mph: 1.9 sec 100 mph: 4.1 sec 130 mph: 6.6 sec 150 mph: 8.9 sec 1/4-Mile: 9.2 sec @ 152 mph 170 mph: 12.7 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 2.3 sec Top Gear, 30–50 mph: 1.1 sec Top Gear, 50–70 mph: 1.3 sec Top Speed (gov ltd): 190 mph Braking, 70–0 mph: 140 ft Braking, 100–0 mph: 275 ft Roadholding, 300-ft Skidpad: 1.11 g EPA FUEL ECONOMY Combined/City/Highway: 81/84/79 MPGe Range: 269 mi C/D TESTING EXPLAINED Dan Edmunds Technical Editor Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by (no relation) to build a testing department.
Motor 1
08-05-2025
- Automotive
- Motor 1
The Porsche Cayenne GTS Coupe Really Drives Like a Sports Car: Review
Quick Specs 2025 Porsche Cayenne GTS Coupe Engine Twin-Turbocharged 4.0-Liter V-8 Output 493 Horsepower / 486 Pound-Feet 0-60 MPH 4.2 Seconds (mfr.) Base Price / As Tested $129,500 / $159,115 Pros: Impressive dynamics, Great V-8 Sound, Quality Interior Cons: Weird shape, A bit overpriced Porsche Cayenne GTS Coupe: The Best of the Best Photo by: Brian Silvestro / Motor1 The Cayenne is the biggest SUV Porsche makes, available in standard or Coupe form. In this case, 'Coupe' doesn't mean fewer doors, but a different roof shape, sloping toward the rear of the SUV to create a sportier silhouette. You lose a few square feet in the trunk area and the middle seat in the second row. Porsche offers the Cayenne Coupe in seven different flavors, from a base model all the way to the giant-killing Turbo GT . But the GTS might just be the cream of the crop. Updated for 2025, it develops more horsepower from its twin-turbo V-8 and receives a handful of chassis improvements borrowed from the aforementioned Turbo model. The result is an SUV that drives more like a tall sports car. Engine & Drivetrain: A More Powerful Twin-Turbo V-8 Photo by: Brian Silvestro / Motor1 Under the hood sits a twin-turbocharged 4.0-liter V-8 making 493 horsepower and 486 pound-feet of torque. That's 40 more horses and 30 more lb-ft than the V-8 in last year's model. Power routes to all four wheels via an eight-speed automatic, making it the only gas-powered Porsche not available with the company's iconic dual-clutch PDK. Air suspension comes standard, delivering a 0.4-inch drop over standard Cayenne models. You can also option Porsche's fancy active roll stabilization system, though our tester didn't come with it. For 2025, the GTS also gets new front axle pivot bearings and a separate water-cooled circuit specifically for the all-wheel drive system, both lifted from the Turbo GT. The bearings improve handling, while the separate cooling system ensures the AWD system functions optimally even in continuous high-load scenarios. Technology & Infotainment: Among the Best Gallery: Porsche Infotainment Review 20 Source: Brian Silvestro / Motor1 Every Porsche Cayenne comes standard with a 12.3-inch central infotainment screen responsible for stuff like music, navigation, and vehicle settings. The Cayenne also comes with a 12.6-inch digital instrument cluster for the driver, sitting just forward of the steering wheel. Additionally, buyers can option a third screen measuring 10.9 inches for the passenger. Porsche calls the system Porsche Communication Management, or PCM. There's standard wireless Apple CarPlay and Android Auto, like you'd expect in a car this expensive. Other standard tech includes HD-Matrix Design LED headlights, 3D surround-view parking assist, a Bose surround sound system, four USB-C charging ports, a wireless charging pad, and a slew of active safety systems, such as rear cross-traffic alert and braking assist. Our tester was further optioned with a Lightweight Sport package, which adds 18-way seats, four-zone climate control, and heated seats for all four occupants. Design: Sleeker and Sportier Photo by: Brian Silvestro / Motor1 The Cayenne's optional Coupe body style has been a point of controversy for the brand since its introduction in 2019. It's still here six years later, though, so it must be yielding positive returns for the brand. Personally, I prefer the standard Cayenne's looks, and wouldn't want to give up the fifth seat and cargo area for the design. It's easy to appreciate the Cayenne Coupe's shape, though, especially in GTS form. It looks low and tough, with an especially nice rear end. The front fascia is revamped for the GTS, too, with more aggressive-looking vents and blacked-out headlight housings. We highly recommend optioning the Sport Exhaust system; it replaces the quad exhaust for a center-mounted dual exhaust setup, and allows the V-8 to bark as intended. Passenger & Cargo Space: Purposefully Compromised Photo by: Brian Silvestro / Motor1 The normal Cayenne measures up competitively with other SUVs in its class, though obviously, the coupe loses some interior space due to its lower roof height. Legroom is roughly the same, though clearance for taller individuals seated in the back is compromised. The rear luggage compartment can accommodate up to 20.9 cubic feet of stuff, or 53 cubic feet with the rear seats folded. Driving Impressions: Is This An SUV? Photo by: Brian Silvestro / Motor1 Under normal driving conditions, the Cayenne GTS Coupe feels like any other Cayenne. It's a chill, pleasant place to spend time. While the ride isn't as comfortable as, say, a BMW X5 , it's entirely serviceable for most road conditions. Throw it into Sport or Sport+ mode, and the chassis comes alive. Where most 5,027-pound SUVs would fall over themselves on a twisty back road, the GTS is eager to chomp through corner after corner. Steering feel is abundant, thanks in part to a wheel that feels lifted directly from the 911 . The all-wheel drive system sends most of the power to the rear wheels, leading to a far more balanced delivery. Turn off all the traction systems, and the Cayenne GTS can even get sideways. The torque from that twin-turbo V-8 comes on early in the rev range, making it easy to stab the throttle for some big slides out of slower corners. Push it hard enough, and that neutrality begins to show itself on the quicker bends, too. Whoever says real driving pleasure can't be derived from a big SUV should drive one of these. Despite not being a dual-clutch, the eight-speed auto responds amicably to inputs from the wheel-mounted paddles. It never denies a shift or makes me wonder why cog changes are taking so long. The optional carbon-ceramic brakes, similarly, will hold up to two straight days of constant twisty back road pounding—as they should, for $9,980. The cabin is well-built, with a solid feel and good materials. While I don't enjoy the piano black trim or the touch capacitive buttons, they're easy to get used to. Like in all new Porsches, the seating position is excellent and highly adjustable. Fuel Economy: Thirsty Engine Photo by: Brian Silvestro / Motor1 If you want to hear the magnificent bellow from the Cayenne's lovely V-8, be prepared to pay up. The GTS Coupe is rated by the EPA for 16 miles per gallon city and 22 highway, for a combined rating of 18 miles per gallon. After around 1,500 miles of city driving, highway cruising, and back-road carving, the onboard computer reads approximately 20 mpg. Not exactly fuel efficient, but for the performance you're getting, it's a worthy compromise. Payload & Towing: More Than You Think It might look more like a sports car than a utility vehicle, but because of that V-8 and a torque converter transmission, the Cayenne GTS coupe can pull some serious weight. It's rated to tow 7,716 pounds, more than some competitors (and plenty for a race car and trailer). Gross Vehicle Weight Rating (GWVR) is 6,338 pounds, meaning you can load 1,311 pounds worth of people and cargo into the Cayenne before reaching its weight limit. You can even put up to 165 pounds on the roof, provided you use Porsche's official roof transport system. That's pretty good for a tall rig that corners like a slot car. Pricing & Verdict: For the Enthusiast Who Needs Everything Photo by: Brian Silvestro / Motor1 With a starting price of $131,495 including destination, the Cayenne GTS Coupe is incredibly expensive for its segment. This is typical of Porsches, as they usually deliver the most impressive driving experience. Our tester had a staggering $27,000 in options, including a Premium Package Plus, which adds adaptive cruise control and ventilated front seats. There was also Porsche Dynamic Chassis Control (PDCC), a must-have if you plan to drive the GTS as it was intended. That Carmine Red paint? A cool $1,430. And, of course, the aforementioned carbon-ceramic brakes. The Cayenne GTS Coupe manages to meld the utility and presence of a luxury SUV with the performance of a super sedan. Not everyone will love its looks, but anyone with a knack for driving will love how it feels from behind the wheel. Competitors Audi SQ8 BMW X6 M Mercedes-AMG GLE 63 S Coupe 2025 Porsche Cayenne GTS Coupe FAQs How Fast Is the 2025 Porsche Cayenne GTS Coupe? The 2025 Porsche Cayenne GTS Coupe can sprint from zero to 60 mph in just 4.2 seconds, according to the manufacturer. It can run the quarter-mile in 12.7 seconds. Top speed is 171 mph, though according to Porsche, that speed can only be achieved with summer tires. Does the 2025 Porsche Cayenne GTS Come in Two Body Styles? Yes, the 2025 Porsche Cayenne GTS is offered in two body styles. Buyers can choose between the standard SUV body, or a 'Coupe' body style, which has four doors but a sloping, fastback-style roof. The standard GTS starts at $126,895, while the coupe starts at $131,495. How Much Horsepower Does the 2025 Porsche Cayenne GTS Coupe Have? The 2025 Porsche Cayenne GTS Coupe makes 493 horsepower and 486 pound-feet of torque, according to the manufacturer. That's 40 more horsepower and 30 more pound-feet of torque than the outgoing model. Engine 4.0-Liter Twin-Turbo V-8 Output 493 Horsepower / 486 Pound-Feet Transmission Eight-Speed Automatic Drive Type All-Wheel Drive Speed 0-60 MPH 4.2 seconds (mfr.) Maximum speed 171 mph (mfr.) Weight 5,027 Pounds (mfr.) Efficiency 16 City / 22 Highway / 18 Combined Seating Capacity 4 Cargo Volume 20.9 / 53.0 Cubic Feet On Sale Now Base Price $131,495 As-Tested Price $159,115 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
