Rank
What's New for 2025?
The Taycan gets a thorough refresh this year, starting with exterior styling revisions (compare the front fascia, for example, where the headlights are no longer shedding black plastic tears) and continuing into the powertrain realm, with upgraded motors flexing more muscle and new battery packs providing significantly more range. The larger battery's max charge rate also sets a new Taycan record at 320 kW, an impressive figure. Additionally, there's a new top-of-the-line Turbo GT sedan with 1,019 horsepower that'll hit the quarter-mile mark in 9.5 seconds, if that's your kind of thing. Note that the previously optional 19.2-kW onboard charger has been discontinued.
2025 Taycan Selector
2025 Porsche Taycan
FAST FACTS
"The Taycan is a much better four-door sports car than it is a luxury car. The backseat is cramped, there's not much trunk or frunk space, and you won't hear anyone raving about how the suspension soaks up road imperfections. Range is a luxury, too, especially in an EV, and the Taycan's is capped at a relatively modest 318 miles despite major improvements for 2025 (although 300-plus miles is laudable by German standards). You do get top-notch max charging speed, especially with the larger Performance Battery Plus, which cranks it up from 270 kW (already great) to 320 kW (superb). And on a winding road, the Taycan is a world-class athlete that simply has no peer in this segment."—Ranked #3 out of 7 Midsize Luxury Electric Cars
MotorDonkey's proprietary vehicle data identifies every significant version of each model so that you can compare and decide. Ordered by price from low to high, here are the versions of the 2025 Porsche Taycan that you need to be aware of, along with our expert analysis and recommendations.
Scroll to:
The base Taycan sedan benefits from a larger standard battery for 2025 and a much-improved EPA range estimate. If you're prepared to pay Taycan money for an EV, however, our strong recommendation is to pay $5,780 more to get the even larger optional battery, a.k.a. Performance Battery Plus, which gives you 44 additional miles of range along with a little extra kick when you accelerate.
The Taycan 4 pairs the standard "Performance" battery with a dual-motor powertrain, matching the power output of the base single-motor Taycan with this battery but upping the torque considerably. Acceleration is about the same, though, because the Taycan 4 is marginally heavier, so this model is really about the all-season security of all-wheel drive rather than adding speed.
Although adding the bigger battery to the base rear-drive Taycan costs nearly $6k, we'd say it's well worth it. It provides the best range in the entire Taycan lineup in this configuration, and of course you get the benefit of even faster DC charging with that 320-kW peak rate.
The larger "Performance Battery Plus" gets you a little more power and torque in the Taycan 4, but that's offset by the added weight of the larger pack. This Taycan variant is purely about maximizing your range, which, to be fair, is a very appealing thing to do in an EV.
The Taycan 4S ups the ante with considerably more power than the Taycan 4, as well as an "overboost" function that unlocks 536 hp versus the ordinary 455-hp specification. Notably, the 4S is the beginning of that overboost functionality in the Taycan lineup; the standard Taycan and the Taycan 4 don't have it. We can't understand why anyone would accept the standard battery here, though — if you're paying Porsche prices, you're gonna chip in an extra $6k or so to get the Performance Battery Plus and unlock far more range, right?
This is the Taycan 4S you want, clearly, as the standard battery only gives you 252 miles of range versus a much healthier 315 miles (specifically with 19-inch wheels, the EPA notes) when you step up to the Performance Battery Plus. It may also be the Taycan you want, period. It gives you a true 300-mile capacity to play with, which is a nice thing psychologically, yet you're also getting near-supercar acceleration on demand. We dig the all-around talent here.
We'd have a hard time justifying the extra $24k or so for a GTS compared to the Taycan 4S, which uses the same exact battery and only trails the GTS to 60 mph by four-tenths of a second. The GTS is sport-tuned, of course, which is what the GTS label is known for across Porsche's products. But the reality is that the Taycan 4S can already lay waste to your favorite curvy backroad without breaking a sweat. What's the point of more performance beyond that? The GTS will almost certainly have less range, too.
Like various other Taycans, the Turbo can only claim its full 871-horsepower rating in "overboost" mode with launch control, so there's a bit of an asterisk there. But you won't exactly be hurting for acceleration with the 697 hp that the Turbo provides under normal circumstances. We're quite impressed that Porsche squeezes 290-plus miles of range out of this powertrain, given its emphasis on performance.
Can you make do with 764 horsepower when you haven't activated launch control to unlock overboost? That's a key question for prospective Turbo S owners. Here's a more serious one: Are you cool with losing 26 miles of range to shave two-tenths off the zero-to-60 time?
The four-seat Turbo GT (no optional rear middle seat here) is all about excess, clearly, whether it's the four-digit horsepower rating — with overboost, mind you — or the absurd 9.5-second quarter-mile time that Porsche reports. We find it laudable that the range estimate is still a healthy 276 miles, which is somehow 10 miles better than the one-step-down Turbo S can manage despite using the same battery and making less power.
Add lightness to the standard Turbo GT and you get the Turbo GT with Weissach Package, which makes the same horsepower and torque but manages to be a smidge quicker thanks to that diet.
What are the different versions of the 2025 Taycan, and how much do they cost? Select a version below or just hit the button to see our full 2025 Taycan specs and model data.
Publisher and Donkey-in-Chief
Josh has been reviewing cars professionally since joining Edmunds.com fresh out of grad school in 2008. Prior to founding MotorDonkey, he spent 15 years shaping Edmunds' expert automotive content in various capacities, starting as an associate editor and ultimately serving as a senior editor before wrapping up with a five-year term as the company's first-ever director of content strategy. Josh is a card-carrying member of the Motor Press Guild and a lifelong car nut who has driven, compared and critiqued thousands of cars in his career. Helping people find their perfect car never gets old—seriously!
Latest Reviews
Let's make it official!Be a good donkey and we'll deliver delicious car news straight to your inbox, spam-free forever.
