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Porsche Taycan GTS 2023.

Porsche Taycan GTS 2023: new electric car.

Porsche is using a well-established method when it comes to branding the trim levels of its all-electric Taycan models, to the point of using the Turbo and Turbo S names, despite the fact that electric vehicles don’t use turbochargers.

It all just comes down to the semantics of Turbo = powerful and fast, but the traditional idea of what a GTS model should represent translates directly to models like the 2023 Porsche Taycan GTS.

Like other Porsche GTS vehicles, the Taycan GTS sits somewhere between the 4S and Turbo models in terms of power and performance.

Thus, the Taycan, designated GTS, follows the rules of the game, whereby it gets a few components from the turbo menu, as well as its own special darkened appearance.

And as an added bonus, the Taycan GTS sedan continues to be the longest range Taycan in the lineup, with an EPA-calculated range of 395 kilometers on a full charge, along with a combined efficiency figure of 2.8 l/100 km (petrol equivalent).

It’s a marked improvement over most Taycans, but still not quite world class.

What is world class is how well the Taycan GTS handles, especially given its weight of 2,339 kilograms.

Porsche has gone to great lengths to make its world’s first all-electric sports car drivable, and the GTS does it all well.

In terms of power, its front and rear motors deliver a combined 590 horsepower (509 hp base) and 848 Nm of torque, and the electric motors are powered by electrons from a more powerful 93.4 kW Porsche battery* h.

Its acceleration from standstill to 100 km/h is 3.2 seconds, and the car flies 400 meters (quarter mile) in 11.4 seconds at a speed of 197 km/h.

It’s not the same as the last Taycan Turbo S we tested (2.4 and 10.3 at 214 km/h), but it’s ahead of the 4S, accelerating two strokes faster to both 100 km/h and in a quarter.

The Taycan GTS gave the Turbo S all it could, thanks in part to the GTS-specific adaptive air suspension and torque vectoring system.

Entering the drift court, the GTS developed a lateral g-force of 1.02 g and overcame the “eight” (snake in a circle) in 23.6 seconds with an average g-force of 0.83 g.

This equaled the Turbo S’s best lateral g-force and came close to the car’s figure-eight of 23.6 seconds and 0.87 g.

After 32 meters, braking from 100 km/h was within 0.5 meters of Turbo’s best result.

A few of our pilots have had the opportunity to take the Taycan GTS around the track: reviews have been a bit mixed.

One had serious problems with brake feel. And another felt that the management was too playful.

Some liked the digital central controls, others disliked the lack of buttons and the need to search too long for an interface to control the car’s functions.

And all of our pilots commented on the GTS’s rather low-res rear backup camera — odd considering the price of the car.

The Taycan GTS has a starting price of $135,500, which is between the 4S and the Turbo, but due to the sheer number of options, both minor and major (including the aforementioned functional specs), this car sold for $168,680.