The 1,019-Horsepower 2025 Porsche Taycan Turbo GT Makes You Feel Like A God

To imagine what cars will be like in the future, simply look at what’s pushing the envelope right now. After all, everything from infotainment to paddle shifters started in the upper echelons of the car kingdom before migrating down to even the common compact car. At the same time, quietness and roadholding have both been consistently and steadily improving, but there’s another metric enthusiasts have been hawkishly watching for decades: acceleration. Earlier this year, Car And Driver clicked off its first sub-two-second zero-to-60 mph run in a 2025 Porsche Taycan Turbo GT, making it not only the quickest car the magazine has ever tested, but the quickest production sedan in the world.

That’s certainly something worth experiencing, so when I was asked if I’d like a go in Porsche’s electric moonshot, you can understand how quickly I said yes. However, the feeling of this immense acceleration is but one facet of discovery. After all, power is nothing without control, and a comma in the output calls for a whole other level of control. So what’s the Taycan Turbo GT like as a complete package? Well, let’s find out.

[Full disclosure: Porsche Canada invited me on a local drive event for the Taycan Turbo GT. Travel across-town was provided by me, juice in the Taycan’s battery pack was provided by Porsche.]

Purple Monster

Once you get over the visual impact of this example being extremely purple and gold, the Taycan Turbo GT is actually shockingly subtle. Skip the Weissach Package and you get a couple of bumper flics, a low-key rear spoiler, a bit of badging, and an enormous set of brakes. That’s it, just like the understated supersedans of old. There’s something pleasing about that.

Zooming out, with every sedan adopting a fastback roofline, Porsche’s design language has never felt more versatile. The Taycan has always been a sleek car, with a low roofline, dramatic haunches, and just a handful of sharp creases smartly breaking up otherwise smooth sheetmetal. It looks like someone stuck wheels on a speedform in the best way possible

Enter The Kingdom

Stepping inside the Taycan Turbo GT, it feels like not much has changed over the pre-facelift Taycan. The Sport Chrono dial still sits proud above the dashboard like a forward-firing tweeter, and there’s still a separate touchscreen in the console for your climate controls. Considering automatic climate control is largely a set-and-forget proposition, this arrangement is fine, but it would be nice to have dedicated buttons for heated seats. As for the infotainment system itself, it’s usable and logical, with great black levels, a sensible menu structure, and flawless Apple CarPlay. It might not be the fanciest system on the market, but it never gets in your hair, and there’s something pleasingly adult about an infotainment system that doesn’t think it knows better than you.

Besides, even though there’s plenty of tech inside the Taycan Turbo GT, it’s not the highlight of the cabin. That would be composition, starting with the driving position. Especially for an electric vehicle, you sit really low, legs and arms stretched out in front of you, yet the steering wheel and pedals are still exactly where you want them to be. Adjustable bolsters in 18-way thrones hug you like you’ve just returned from sea, and the thin-rimmed steering wheel feels so gloriously dainty in an age of overstuffed helms.

Then there are the materials. My test car came equipped with quite a lot of sueded textile, some of which was in areas you wouldn’t expect. For instance, the B-pillar trim features a continuation of the armrest clad in Race-Tex so that even very tall people have a reasonably comfortable place for their elbow. That’s thoughtful. Same with the lower dash trims clad in the same material, cutting potential glare on the screens. It all adds up to a cabin that’s not massively showy by today’s standards, but feels well-crafted in the style of old-school German luxury cars.

If there’s a downside to the Taycan’s cabin, it’s that some of the packaging feels a bit off. The view out the rear window feels a bit medieval helmet, and rear seat access is on the tight side for something clocking in at nearly 200 inches long. Still, once you’re back there, it’s comfy for two, and with a comma in the peak horsepower figure, whatever’s behind you isn’t that important, is it?

Raise Your Weapon

By now, you probably know that the Porsche Taycan Turbo GT is capable of cranking out 1,019 horsepower. That’s more than a Bugatti Veyron, more than a Koenigsegg Agera S, more than the output of five U.S.-spec 1979 Porsche 911s combined. However, there is a condition — the full amount of thrust only gets summoned up during launch control starts. Otherwise, you’re capped at 777 horsepower, unless you pull the right paddle shifter for Attack Mode, summoning up an extra 160 horsepower of juice for ten seconds at a time.

Engaging launch control is as simple as holding the brake with your left foot, mashing down the accelerator pedal with your right, waiting a half-beat for the launch control message to appear on the digital instrument cluster, and quickly letting off the brake. I’d recommend starting in Sport Plus mode, as it really drops the ride height and firms up the dampers.

The result? Well, it’s beyond ludicrous. Earlier this year, Car And Driver clocked a 1.9-second zero-to-60 mph time and I have precisely zero reason to doubt that. We’re talking average acceleration of 1.44 g, meaning you could BASE jump off the top of the Burj Khalifa and not accelerate faster. Strike the cue ball in the middle, and it feels like someone’s dropping a Power Wheels car on your chest as all the endorphins you’ve been craving bum-rush your brain’s barricades. You’ll feel two-dimensional, physically flattened, like you came from IKEA. I swear I temporarily grew a visible six-pack. Experience it once, and you’ll just want to do it again and again, until the sun collapses or something. Absolute power corrupts absolutely? You bet.

Perhaps the most impressive part of the whole process is that it’s unbelievably smooth to the point that, so long as you have experience in fast cars, it’s not sensory overload to click off a quick zero-to-60 mph dash. You’re aware of when to let off, you can process what the tires are doing, and you never feel like you’re on a knife’s edge. On properly pockmarked tarmac, you might feel a wheel or two scramble for grip, but it never induces yaw, it never wants to kick out on you. As soon as things smooth out a bit, the tire finds traction and away you go. Despite beating the vast majority of psychopathic hypercars to 60 mph, the Taycan Turbo GT feels like a friend. It’ll hold your hand during each acceleration run, and when you’re not being a hooligan, it’s so well-mannered, your parents will be impressed.

Everything’s precise, metered, and controlled. The accelerator pedal feels programmed in a linear way, meaning it’s easy to add just an extra five or 10 mph in accordance with speed limit adjustments. The steering has a solid sense of dead-ahead and it’s not too fast, and ride quality is downright comfortable for the segment. Even in full-bore Sport Plus mode, you’ll hear the tires slap against cracks in the road, but rarely ever feel it, thanks to a well-padded seat and exceptional body control.

It’s tricky to approach anywhere near the limits of the Taycan Turbo GT on public roads. Wide, sticky tires, a low center of gravity, and the measured character of an electric drivetrain will do that, but even when you’re ambling along at five-tenths, there are still signs of engagement. Grasp the thin-rimmed steering wheel with a gentle touch and you’ll be rewarded with genuine, actual road texture. The top-dog Taycan tells you exactly how grained the asphalt is, and if your fingertips listen closely, they can pick up changes in road camber.

However, once you take a brave pill and pick up the pace, corners get devoured wholesale. For something this size and weight, the Taycan Turbo GT has a pleasantly pointy front end, and corner exit rotation can be summoned up by simply squeezing the accelerator. All the while, the active suspension keeps body motions nigh-on flat. It does the Porsche thing of simply erasing corners well enough that even hairpins are over astonishingly quickly.

Granted, you do feel the weight every so often, but that’s only normal. On the one hand, a curb weight of 5,090 pounds isn’t exactly light. On the other, it’s still 300 pounds lighter than the new BMW M5, so do with that information what you will. However, if there is one area for potential improvement, it’s the brake pedal. It’s a bit springy and vague as you really lean on it, despite the immense capabilities of the carbon ceramic brakes. A firmer pedal would be nice, but that’s really the only dynamic nit to pick.

Oh, and bringing things back down to Earth for a minute, let’s talk range and charging. The Taycan Turbo GT can DC fast charge at an astonishing peak speed of 320 kW, and EPA range clocks in at 276 miles, or 444 kilometers. In the real world, even with some spirited driving and cool autumnal weather, that seems about on the money. Chances are, you’ll need a break before the battery pack needs a charge, and by the time you’ve stretched your legs and hydrated, you should be good to hit the road again.

Canonized

There’s no denying that the Taycan Turbo GT exists in the upper echelon of sedans. A starting price of $231,995 including freight, or $272,950 in Canada, and an as-tested price of $241,165 including freight, or $284,490 in Canada, guarantees that. However, I’d argue it’s still good value for what you get. Not only is it priced competitively against the Lucid Air Sapphire, if you want another turn-key brand new car that’ll run from zero-to-60 mph on an unprepped surface in fewer than two seconds, you’ll need to spend seven figures. Oh, and you won’t be able to take your family with you either.

Some might argue the relevance of moonshots like this, especially when they’re priced far out of the reach of even the average upper-middle-class American, but look at it this way — for 1976, one of the quickest cars in America was the Porsche 930, and it only made 234 horsepower. Isn’t progress beautiful? For now, this big purple sedan is here to rewrite history, Ezekiel 25:17-style. If the path of the righteous man is electrification, consider this the shepherd.

(Photo credits: Thomas Hundal)

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