New Porsche Taycan Turbo GT | Honest Review After Circuit Testing

#newcar #porsche #tycan #tycanturbo #tycangt #porschetycangt
For Porsche, the Taycan Turbo GT's 1092 horsepower was just the starting point in the quest for EV supremacy. The four-door sedan ditches its rear seat, swapping in a carbon-fiber storage bin (saving 49 pounds); it removes the driver's-side charge-port door and associated wiring to save weight, even at the expense of an entirely new fender stamping. It also uses thinner windshield glass, ditches the rear speakers, and tosses the floor mats. We can't help but respect Porsche's all-in commitment on its new top dog in the Taycan lineup.
Granted, the most extreme measures come only if you select the Weissach package, which, in addition to the weight-saving measures, brings a large, fixed wing in the back along with front and rear splitters and underbody changes that help create to 175 pounds of front and 310 pounds of rear downforce. Weissach-package cars also get gummy Pirelli P Zero Trofeo RS Elect track-oriented tires as standard, whereas they're optional on the more feature-laden standard Turbo GT. All Turbo GTs have forged 21-inch wheels. We drove Europe-spec cars, which also get fixed-back carbon-fiber buckets, but those don't meet U.S. unbelted-occupant crash requirements (absurd U.S. regulations strike again). Overall, the Turbo GT with Weissach is a claimed 165 pounds lighter than a regular Turbo GT and 157 pounds lighter than a Turbo S.
Here's your regular reminder that tires make all the difference, and at our drive on the 2.4-mile Monteblanco circuit outside Seville, Spain, the Trofeo RS Elects completely transform the Turbo GT. There's so much more front grip than with the standard Pirelli P Zero R rubber, which is to be expected, but the tires also totally change the balance of the car. With the P Zero Rs, we were a little underwhelmed by the tame, mild-understeer balance at the limit. But the Trofeo RSs-which have many Taycan-specific differences in the angles of the belts and plies, according to Pirelli, as well as the compound versus the off-the-shelf version or the ones fitted to the Ford Mustang Dark Horse-work the rear end much harder. It's also far easier to get the rear end to waggle, but it still doesn't bite. Even in Sport Plus mode, the steering effort is relatively light, but the pavement texture flows far more freely to one's fingers than in most EVs. The active dampers that are also available across the rest of the updated 2025 Taycan lineup, called Porsche Active Ride, are standard on the Turbo GT. Even at racetrack speeds, they make for oh-so-flat cornering and the ability to more completely leverage the tires' grip. We found the brake pedal to have a slight dead zone at the top of its travel, but then the large, fixed calipers and carbon-ceramic rotors-Porsche trimmed almost five pounds from the brake hardware as well-shed speed of the roughly 4950-pound Taycan seriously quickly.

[@mikewho9964]

They chose the Nuremberg ring for a reason - its got lots of long straight sections - on a conventional track at 2.2 tons its never going to be competitive - a nice toy

[@xxxmarekxxx505]

SUPER!!!!!!