Porsche Taycan Review 2025

It might be more than five years old but the Porsche Taycan remains one of the best electric cars you can buy. Improvements mean it can go much further on a charge, while remaining almost as good to drive as the legendary Porsche 911. Read on for our full Porsche Taycan review.

The best thing about the Taycan is it really feels like a Porsche, despite the fact it's made from a lot of the same bits and pieces as the Audi e-tron GT. It simply doesn't feel like a poor relation to the likes of the Panamera and 911. 

The Taycan's interior quality is simply superb, with lots of plush materials and enough screens to give off a NASA control room vibe. These are all easy to use, with clear graphics and plenty of customisation options. Apple CarPlay is standard across the range, while we can definitely recommend splashing out on the excellent uprated Burmester premium sound system.

There are four seats as standard, although you can spec an extra middle seat in the back if you wish. There's a reasonable amount of room, although adults might find the rear seats a little squished. There are two boots with more than enough space for the weekly shop between them, but you're still going to be better with a Panamera if you're planning regular cross-continental road trips with all the family in tow.

Depending on which model you go for, Porsche's electric sports saloon can officially travel up to 350 miles in the 'real world', and up to 421 miles according to the official figures. A full charge at home will cost you less than £20, so it's incredibly cheap to run for the performance on offer, while public ultra-rapid chargers will top the battery up in less than half an hour.

All Porsche Taycan models are rapid, with even the standard car covering 0-62mph in 4.8 seconds. Things get absurdly quick at the pointy end of the range, with the range-topping Turbo GT packing over 1000PS and dispatching the 0-62mph spring in little over two seconds. Whether that's strictly necessary is another matter, but it's certainly an impressive stat.

The Taycan is about more than just going fast in a straight line, though. It's the most agile electric car on sale, eager to change direction yet not intimidating to drive in the slightest. Most models come with four-wheel drive, yet all have a huge amount of grip on offer.

The biggest issue with the Taycan is the purchase price. Even the most affordable model is nearly £90,000 — and that soon starts to increase as you work your way through the extensive options list. But factor in the low running costs and the monthly finance repayments start to look a little more manageable. And for your outlay, you certainly get a car that'll feel incredibly special. Simply put, it's probably the best electric car on sale. 

If there's one way that the Porsche Taycan differs from the droves of other electric cars on the market, it's the way it handles. It's simply the most agile electric vehicle on sale — keen to change direction without too much lean and with pinpoint accuracy to the steering. It's as if Porsche has form for this sort of thing.

Even though the Taycan weighs more than 2.2 tonnes, its batteries are positioned in the floor, contributing to a low centre of gravity and handling which is more akin to a Porsche 911 than a wafty saloon car. 

Purists might be drawn to the entry-level car for its rear-wheel drive nature. When driven in a spirited manner, it does start to feel quite a bit livelier than the others. In everyday driving situations you could drive it back-to-back with a four-wheel-drive model and you'd still be hard-pressed to notice a difference. All have reassuring amounts of grip on offer even in wintery conditions.

If you want to splash the cash, there are various options intended to improve the Taycan's handling. These range from adaptive air suspension — which even boasts a small increase in range thanks to improved aerodynamics — to rear-axle steering. None of these are strictly necessary — a standard Taycan both handles and rides very well indeed, in our experience.

Around town, the Taycan's easy enough to drive, with front and rear parking sensors fitted as standard across the range. It's big, and feels it, so if you're expecting to negotiate a lot of city centre car parks, it's worth investing in the Surround View camera system or, at the very least, the more affordable reversing camera.

You don't really need any more than the base Porsche Taycan — the only one in the range without any kind of derivative suffix after the name —  which produces 435PS in its overboost mode for short periods of time. We'll quote those higher figures from here onwards, just to avoid hurling too many numbers in your direction. 

Previously, the entry-level, rear-wheel drive Taycan felt a bit underwhelming, but the 2024-on version is six-tenths of a second faster than before from 0-62mph, doing the deed in 4.5 seconds. Whether it's off the line or you're getting up to speed to join a motorway, it never takes that long to gather pace. 

If you really must have a bit more performance, there's the 4S, which in later, facelifted versions of the Taycan develops 598PS from its dual-motor powertrain, dropping the 0-62mph time to just 3.7 seconds. The GTS punts out 700PS and will do 0-62mph time in 3.3 seconds, which was supercar territory not so long ago.

From here, things get quite silly. There's the Porsche Taycan Turbo, which produces 884PS and dispatches 0-62mph in 2.7 seconds. We tested this out ourselves using the launch control function and it actually hurt a bit, so we're not particularly interested in trying to replicate the 2.4-second 0-62mph time of the Turbo S, which manages such a figure thanks to its two motors belting out 1034PS. 

Just in case things weren't excessive enough already, there's the 1034PS Turbo GT, which will hit 62mph in 2.3 seconds. If you want, you can spec this with the Weissach Pack at no extra cost, which drops the acceleration figure to 2.2 seconds thanks to a combination of its grippier tyres and weight reduction.

Yes, weight reduction in a car that weighs over two tonnes, including a removal of the rear seats. We're not quite sure what the point is, unless you're a super-rich Porsche collector and need to tick every box. Which, to be fair, is probably more customers than you might imagine. 

Despite the Porsche Taycan's impressive performance, it's a very safe car. Independent body Euro NCAP awarded it a maximum five stars when it was crash-tested in 2019.

It comes with a host of airbags, of course, as well as Isofix points in the rear to help with fitting child seats. There are also numerous systems fitted as standard to help you avoid a collision in the first place, such as autonomous emergency braking with cyclist and pedestrian detection and a lane-assist system.

The options list opens up an array of even cleverer safety tech. You can spec Porsche's InnoDrive system with adapative cruise control, which predicts the road as far as two miles ahead. Night Vision Assist is another cool feature, using an infrared camera to identify pedestrians and wildlife, displaying them as thermal images on the driver's instrument screen.

The Porsche Taycan isn't rated to tow anything. Nada. Zilch.

If you need a tow car, we'd recommend a Porsche Cayenne instead.

How spacious you'll find the Porsche Taycan depends a little on your expectations. It's certainly roomier than the 911 sports car but, if you want to carry all the family, the Panamera and Cayenne are both more practical. So is the Tesla Model S.

Still, those in the front won't find a lack of space an issue. There's loads of head and legroom, while there are plenty of handy little storage areas including two big cupholders in the centre console.

The back is big enough for two adults, but anyone taller than six-foot will feel cramped. Children should be happy enough, though, and there are Isofix points to make fitting child seats easier. A third rear seat is available as an optional extra.

Without an engine up front, the Taycan has two luggage compartments. This 'frunk' is quite a small affair, capable of taking just 81 litres of luggage. Most of the time you'll stick to the conventional rear boot, which — at 407 litres on standard Taycan and 4S models — is big enough for a set of golf clubs or a big weekly shop. 

You can tell that some electric cars have had nearly all of their development budget spent on the technology, leaving pittance for designing the interior. This isn't the case for the Porsche Taycan.

It feels just as special as combustion-engined Porsches with lots of high-quality materials used — even in areas you won't necessarily be touching every day. The piano black plastic stuff might not wear the miles so well, though — this was looking quite scratched up already in our relatively young test car. 

The low-down driving position adds to the feel that the Taycan is something special. A lot of EVs position you high up to provide space for the batteries, but Porsche has managed to mount the driver's seat nice and low, like you'd expect in a sports car.

The seats are ultra supportive, which is a good thing whether you're chucking the Taycan around a track or using it for a long-distance motorway journey.

You'll find an array of media displays on the Porsche Taycan's dashboard. These look impressive but don't massively move the game on compared with the Panamera or 911.

The main infotainment display is a 10.9-inch touchscreen positioned centrally on the dashboard. It's a good-looking unit with crisp graphics but the game has moved on considerably since the Taycan's launch, with cars costing a fraction offering larger displays. This system is intuitive to use, at least, although a few more buttons would make it easier to navigate on the move. 

The same could be said for the smaller 8.4-inch display underneath it. This is used to control functions such as the climate control and audio settings. A few physical buttons would probably do the job better but that's not going to impress buyers in a market that includes the minimalist Tesla Model S.

Apple CarPlay was standard from the off, while Android Auto was included eventually, even though for years Porsche insisted most of its customers only use iPhones. There's also a 'Hey Porsche' voice control system like all the others that you'll use once or twice before giving up and doing the job manually.

Behind the steering wheel is a beautifully slick 16.8-inch curved display in place of conventional dials. This is fully customisable to show as much or as little info as you want, ranging from your current speed (handy in a very quick yet near-silent electric car) to navigation data.

If that's not enough screens, you can even opt for an extra 10.9-inch display on the passenger side.

No version of the Porsche Taycan is cheap and prices went up part-way through 2025, although Porsche has uplifted the specification across the range considerably, most importantly by fitting the Performance Battery Plus to all models.

The entry-point Porsche Taycan version is £88,200, with the Taycan 4S at £92,200 and the Taycan GTS at £118,200.

If you thought that was a big jump between the last two, brace yourself for the next rung up the ladder, which is the £135,200 Porsche Taycan Turbo — it seems almost reasonable compared with the £162,200 Taycan Turbo S.

At the top of the range you'll find the Porsche Taycan Turbo GT and the more focused, two-seater Taycan Turbo GT with Weissach Package, which both cost the same at £189,200. That's more than double the entry-level version.

When Porsche facelifted the Taycan in 2024, the range figures shot up considerably, thanks to an increase in battery size and denser chemistry, more efficient motors and a few other improvements. Before, the best you could do according to the official figures was 300 miles, while for some versions the number wasn't much over 250. 

Now, though, the entry-level Taycan has a range of 421 miles, while the 4S and GTS aren't far behind at 400 miles and 398 miles respectively. It's 391 miles for the Turbo and 393 miles for the Turbo S, while opting for the enormously powerful Turbo GT sees the range drop considerably. You're looking at 344 miles for the Turbo GT, and 345 miles for the Turbo GT with Weissach package. Those are all WLTP Combined cycle figures.

In our experience, official range figures are nigh-on impossible to replicate but the energy consumption figure we achieved testing the base Taycan would suggest 350 miles on a full charge is easily doable. And so, you should rarely have to use the public charging network, although should you need to, you won't be stopping for long. 

With 320kW charging capability in the more recent models, a 10-80% charge only takes 18 minutes in optimal conditions, according to Porsche. That's likely to cost you £50 or more, so stick to charging at home, if you can, and it'll be under £20 and take about 14 hours. 

Ideally, you'll want to get yourself on an electricity tariff which is cheaper at certain times of day, usually overnight. Time your charging to suit, and you'll be paying a lot less than £20, making the Taycan a cheap car to run.

Further helping this, a 3% Benefit-in-Kind (BiK) tax for company car drivers will mean extremely low monthly payments for anyone getting hold of a Taycan this way. 

So far, so good, but insurance will offset some of your savings, with all versions of the Taycan sitting between groups 48-50. Also, EVs are no longer exempt from Vehicle Excise Duty, meaning you'll have to pay £195 a year just like everyone else. Oh, and electric cars are also no liable for the government's premium car tax supplement, and because every version of the Taycan is well over the £40,000 threshold, that's an extra £425 annual sting in the tail to be paid from years to to five of ownership. 

The final thing to bear in mind is depreciation. If you're a cash buyer, you can expect to lose a significant chunk of the car's value in the first few years of ownership. This isn't a Taycan-specific problem — most EVs are worth a lot less as soon as they're registered. 

Servicing is every two years or 20,000 miles, which is a decent interval, although expect Porsche maintenance to be a bit more expensive than a Renault Zoe. The Taycan is covered by a three-year/unlimited-mileage warranty, with the battery having a specific eight-year/100,000-mile guarantee.

There had been a stinginess in terms of standard equipment with the entry-level Porsche Taycan — up until recently it had the gall to charge £1092 for adaptive cruise control across the range. Yes, even on the versions costing the best part of £200,000. 

This was added to all models early in 2025, along with the Performance Battery Plus, with the smaller battery option deleted. This has meant a bump in price for some of the derivatives lower down the pecking order but the value in the improved standard equipment more than outweighs the increase. 

Along with adaptive cruise and the bigger battery, the base Taycan gets 19-inch alloy wheels, adaptive suspension, eight-way electric seats, a 10-speaker sound system, two-zone climate control and various safety features. 

Equipment levels are broadly the same for the Porsche Taycan 4S. Here, it's the extra motor you're paying for.

You do get quite a bit extra with the Porsche Taycan GTS, though. It has a torque vectoring system, beefed-up brakes, the Sport Chrono Pack, a heated steering wheel, fancier matrix LED headlights, 18-way electric seats, 20-inch wheels, a Bose sound system and sportier styling. 

The Porsche Taycan Turbo mostly follows the spec list, although it has a different pair of front seats that are only 14-way adjustable.

Upgrading to the Porsche Taycan Turbo S means 21-inch wheels, a reintroduction of the 18-way seats, rear-axle steering which makes the car more nimble, plus carbon ceramic brakes. 

Stepping up again to the Porsche Taycan Turbo GT gets you more than just face-melting performance. It also has carbon fibre interior trim, better sound-proofed windows, 21-inch forged wheels, bucket seats and an aerodynamic package.

Things get silly with the Porsche Taycan Turbo GT with Weissach Package which adds an angrier aero set-up with a big rear wing and takes out the rear seats to save 70kg. Which would be a decent saving if it wasn't for the fact the Weissach version still weighs over two tonnes.