The 2025 Porsche Taycan Turbo GT loses 288 pounds with the Weissach pack and gets aerodynamic parts and sticky tires. However, the extra drag cuts the range by 7 miles. The Weissach version reaches 60 mph in the same 1.9 seconds as the standard Turbo GT, but it’s a tenth of a second faster to 70 mph and hits 160 mph half a second earlier. Lateral grip also sees an improvement, with the Weissach package achieving 1.11 g on the skidpad, compared to the standard Turbo GT’s 1.08 g on the same Trofeo RS tires. With its wings and Purple Sky paint job, our 2025 Porsche Taycan Turbo GT Weissach looks like it means business. Opening either of the two back doors will show how far Porsche has come in its efforts to lose weight, since this four-door car can only fit two people. The couch has been taken apart. Instead, a piece of carbon fiber with the word “no step” on it shows that this area is only for freight. Also, the Taycan’s unusual dual charge ports, placed on the fenders, have been taken away. Now, you can only charge one side, just like with almost all other EVs. You’ll have to get by without the back speakers and see out of a thinner window. Taking out the back seat, on the other hand, lets you add weight in the form of downforce without going over the tire’s capacity. A big stand-up wing, front, and rear splitters are part of the aero changes. Together, they add 175 pounds of downforce to the front and 310 pounds of downforce to the back. Aero 101, on the other hand, says that every bit of downforce causes some drag. The Weissach car weighed 288 pounds less than the last Taycan Turbo GT we tested, which was the first car to reach 60 mph in less than two seconds. We weren’t sure if this 1019-hp machine would be faster in a straight line than that car or slower because of the extra drag that comes with the aerodynamic add-ons, especially at higher speeds. You had to ask to find out. It Turns Out, It Was Actually Both In order to make sure the battery was working at its best, we started by speeding things up. We slalomed our way there to get the tires hot, but it doesn’t help to drain the battery for activities that involve turning or stopping. The very first launch was a monster. It made a lot more noise than we thought it would and caused some annoying wheelspin. On the return run, the launch was just as hard, but it wasn’t as frightening because we knew what would happen. We ran it again and again, adding more rubber each time. It’s not a big deal because it’s just a regular road. Mostly, it was just a matter of blowing away dust. At the end of the day, we averaged runs 4 and 7 (downwind and upwind) together because they were the fastest, which is unusual for an electric car. When going 60 mph, the Weissach car was a little faster than our regular 2025 Turbo GT, but only by a little (1.887 to 1.904 seconds). But after that, it’s clear that Weissach is in charge. There is a 2.3-to-2.4 gap at 70 mph. At 110 mph, the gap grows from 5 seconds to 4.8 seconds over time. It’s 0.3 seconds faster at 140 mph, 0.4 seconds faster at 150 mph, and 0.5 seconds faster at 160 mph. It took the Weissach 9.2 seconds to go a quarter mile and 152 mph to beat the Lucid Air Sapphire by a tenth and the Tesla Model S Plaid by two tenths. That’s the end of the “bad” impact of aerodynamic drag. We also found that Weissach’s top speed of 190 mph is faster than the Turbo GT’s top speed of 180 mph. Then we tried stopping, which was a mixed bag. At 70 mph (140 to 141 feet), the Weissach was one foot faster than the regular Turbo GT. At 100 mph (274 to 275 feet), the regular Turbo GT was faster than the purple people eater. It’s important to note, though, that this only worked for single-stop recognition. The Weissach has a tighter cluster and wins both events, but only by a small amount: 141 to 145 feet and 275 to 277 feet, if you measure the whole lot. The purple one won by a big margin (1.11 g vs. 1.08 g) in the last race, which was around the skidpad. Nothing comes without a catch Don’t rush to get the Weissach deal just because it’s free. It’s time to look at some invisible factors. To begin with, most of Porsche’s options are not available on Weissach, so you won’t be able to test them. Our last Turbo GT test car had the extra glass roof, which is why the difference in weight is 288 pounds instead of the 165 pounds Porsche says it is. Also, keep in mind that a thinner glass is lighter, which means it blocks out less sound. The motors make a little more noise, and you can hear the tires constantly pecking on stones. When did your road system stop having little stones in it? It’s not clear from the inside sound level meters, which are set to a level that is similar to a smooth road. This includes the grip of the Trofeo RS tires, which can be added to the base Turbo GT but are standard on the Weissach package. Okay, good. Wait a minute. You can choose not to get the Turbo GT’s P Zero Trofeo RS tires, which is another reason why it costs more for a car that goes almost as fast as a Weissach but doesn’t stick as well.
