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News

Manthey Gives the Porsche Taycan Turbo GT the GT3 RS Treatment

The first time Porsche handed its Nürburgring whisperers at Manthey the keys to an EV, the result wasn’t subtle. It was inevitable.

Meet the new Manthey Kit for the Porsche Taycan Turbo GT with Weissach Package—a track-focused retrofit that transforms Porsche’s already absurd electric super sedan into something that sounds suspiciously like a GT3 RS with a battery pack. And because this is Manthey we’re talking about, the upgrades aren’t cosmetic theater. They’re stopwatch weapons.

The headline figure says everything you need to know: a 6:55.533 lap around the Nürburgring Nordschleife. That’s not just fast for an EV executive car—it’s violently fast. With Porsche development driver Lars Kern behind the wheel, the Manthey-equipped Taycan shaved more than 12 seconds off the standard Turbo GT Weissach’s previous record and dropped over nine seconds from the category benchmark. On a track where single seconds can consume engineering departments whole, twelve is an eternity.

What’s perhaps most impressive is how the Manthey treatment follows the same philosophy that made the company’s 911 GT kits legendary: grip first, ego second.

The standard Taycan Turbo GT already feels like it’s rewriting physics in real time, but the Manthey car attacks corners with an entirely different level of composure. Aerodynamics are the centerpiece. A new rear wing with larger end plates, revised front diffuser, aggressive rear diffuser fins, underbody air deflectors, and carbon aerodiscs on the rear wheels combine to produce more than triple the downforce of the standard car.

At 124 mph, total downforce jumps from 95 kilograms to 310. Flat out at 193 mph, the car reportedly generates roughly 740 kilograms of aerodynamic load. That’s enough to make the Taycan look less like a supersedan and more like a low-flying prototype racer.

And unlike so many modern aero packages, this one isn’t designed for Instagram parking-lot credibility. Kern says the difference is immediately noticeable through the Nordschleife’s terrifying high-speed sections, particularly under braking and direction changes. Between Lauda-Links and Bergwerk, he carried 14 km/h more speed than during the previous record run. Fourteen. On the Nürburgring, that’s the kind of number that gets your attention very quickly.

Manthey and Porsche didn’t stop with airflow. For the first time, the kit also tweaks the Taycan’s powertrain. Revised software for the high-voltage battery, control unit, and pulse inverters increases discharge current from 1,100 to 1,300 amps, pushing output to 600 kW and bumping Launch Control torque to 1,270 Nm.

Then there’s Attack Mode, which now delivers an extra 130 kW for ten seconds. In practical terms, the Taycan temporarily erupts to 730 kW—roughly 979 horsepower in freedom units. That’s enough thrust to make most hypercars feel like they accidentally left the parking brake engaged.

The chassis upgrades sound equally obsessive. The forged 21-inch Manthey wheels are larger yet lighter than the stock setup, helped by titanium wheel bolts that trim unsprung mass even further. Optional Pirelli P ZERO Trofeo RS tires are significantly wider than standard, while recalibrated Porsche Active Ride suspension, rear steering, and all-wheel-drive systems sharpen turn-in and stability.

Even the brakes got serious attention, with larger discs and upgraded pads engineered to repeatedly arrest nearly 5,000 pounds of electric fury without waving the white flag halfway through a hot lap.

Visually, the Manthey kit avoids the trap of turning the Taycan into a cosplay race car. Yes, there’s exposed carbon fiber everywhere—wheel-arch vents, side skirts, aero extensions, the towering rear wing—but everything appears functional, deliberate, and engineered with the same ruthless logic as the lap time itself.

That may be the most fascinating thing about this Taycan. It represents a philosophical shift for Porsche’s EV future. Until now, electric performance cars have largely relied on brute-force acceleration to impress. The Manthey Taycan proves there’s another path: one built around aerodynamic efficiency, chassis precision, thermal consistency, and repeatable track performance.

In other words, it’s behaving exactly like a Porsche.

And maybe that’s the real breakthrough here. The Manthey kit doesn’t simply make the Taycan Turbo GT faster. It gives Porsche’s electric flagship something far more valuable in enthusiast circles: credibility earned one terrifyingly quick lap at a time.

Source: Porsche

Auctions

The Taycan Turbo GT Is Losing Value Like a Regular Taycan—and That’s the Shock

Porsche’s GT badge usually acts like financial armor. Stick those two letters on a car, and history suggests depreciation becomes someone else’s problem—usually the second owner’s. The 911 GT3 RS, for example, barely has time to cool off before its resale value climbs north of MSRP. Motorsport pedigree, limited production, and Stuttgart credibility tend to do that.

So when Porsche unveiled the Taycan Turbo GT, the expectation was simple: electric or not, this was a GT car, and the market would treat it accordingly.

It hasn’t.

Instead of defying gravity, the Taycan Turbo GT appears to be falling at roughly the same rate as the rest of the Taycan lineup—a lineup that has already taken a notable beating on the used market. EVs depreciate faster than internal-combustion cars as a rule, but the Taycan’s drop has been particularly steep, mirroring the experience of its corporate cousin, the Audi e-tron GT.

This week delivered the clearest evidence yet. A near-new Taycan Turbo GT surfaced on Bring a Trailer and sold—or nearly sold—for a jaw-dropping $82,000 less than its original sticker price.

The car was listed by Gaudin Classic, a Porsche dealer in Nevada, and it was about as close to factory-fresh as a used car gets. It had never been privately owned and showed just 141 miles on the odometer. It also wore the full Weissach package, which deletes the rear seats, adds a fixed rear wing, and swaps in additional carbon fiber in the name of lap times and weight savings.

Translation: this was the Taycan Turbo GT in its most extreme, most Porsche-approved form.

The window sticker told the rest of the story. MSRP landed at $238,300, with nearly $10,000 in options piled on top. Highlights included $2,950 Shade Green Metallic paint, $1,380 satin black wheels, and $1,760 Race-Tex–trimmed inner door sills. It was, by any reasonable measure, fully loaded.

And yet, bidding stopped at $167,000.

According to the seller, the auction came close to meeting the reserve, and negotiations with the top bidder may still produce a deal. Whether it sells or not almost doesn’t matter. The message is already loud and clear: that’s a brutal level of depreciation for a car that hasn’t even completed its first meaningful charge cycle.

The irony is that the Taycan Turbo GT is objectively extraordinary. Dual electric motors produce 1,019 horsepower with launch control, briefly spiking to 1,092 hp in two-second bursts. Earlier this year, MotorTrend recorded a 0–60 mph run of 1.89 seconds with one-foot rollout—making it the quickest car the publication has ever tested in its 76-year history. Without rollout, the time stretches to 2.1 seconds, still quicker than a Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, and Lucid Air Sapphire.

Those are supercar numbers, full stop.

But numbers don’t always translate to demand. The Taycan Turbo GT’s track-focused mission—and especially the Weissach package—limits its appeal. It seats just two people, fewer than some 911s, and most owners will never take it anywhere near a circuit. For buyers shopping at this price point, emotional connection and long-term value matter just as much as acceleration figures.

And this is where the GT playbook breaks down. Electric or not, the Taycan Turbo GT doesn’t yet enjoy the collector confidence that surrounds Porsche’s combustion GT cars. Battery tech evolves quickly, resale values lag behind expectations, and the market hasn’t decided how to treat ultra-high-performance EVs once the novelty wears off.

For now, the Taycan Turbo GT isn’t appreciating, stabilizing, or even resisting the trend. It’s depreciating—hard—right alongside its lesser siblings.

For first owners, that’s painful. For second owners, though, this might be the most interesting Porsche performance bargain in years.

Source: Bring a Trailer