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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

News

Porsche’s Kevin Giek on the Art of Charging the Taycan

If you think filling up a gas tank is second nature, think again. Even the simple act of refueling has a learning curve — remember when “unleaded only” was a new concept, or when drivers argued over 95 versus 102 octane? Electric vehicles are no different. The difference now is that instead of octane ratings, we’re talking kilowatts, volts, and state of charge. And when it comes to charging know-how, few people know more than Kevin Giek, Vice President of the Taycan model line at Porsche.

According to Giek, charging an EV efficiently is a skill — and one that pays off. “To charge quickly, the battery should have as little remaining energy as possible. Ten percent is more or less ideal,” he says. In other words, just as enthusiasts love running an engine to the redline, Taycan owners should get comfortable dipping deep into their range before plugging in.

And when you do, the rewards are huge. At suitable 800-volt DC fast-charging stations, the latest Taycan can gulp down power at up to 320 kilowatts, a 50 kW bump over its predecessor. That slashes the charge time from 10 to 80 percent to a mere 18 minutes. For context, the first-generation Taycan took 37 minutes under similar conditions. Porsche’s updated Performance Battery Plus not only delivers higher output but maintains that peak power longer — over 300 kW for up to five minutes, even when the pack is cold.

That speed isn’t just bragging rights. It’s about making long-distance travel genuinely practical. But Giek insists that smart charging is as important as fast charging. “If I have a long trip ahead, I fully charge at home using a wallbox,” he explains. “On the road, I sometimes only charge to 60 percent. After that, it starts to feel almost too slow.”

He’s right. The Taycan’s charge curve is a marvel of engineering — it holds more than 300 kW up to roughly 70 percent, and stays north of 200 kW until around 75 percent. Beyond that, things taper off. “If the day’s destination can be reached comfortably with 60 percent, I stop there,” Giek says. “In the evening, I can top off again with AC power to conserve the battery.” The takeaway? Charging past 80 percent is rarely worth the wait.

Of course, Porsche being Porsche, there’s software intelligence behind the scenes. The brand’s Charging Planner algorithm calculates the optimal total travel time, not just the shortest charging session. Sometimes, that means stopping twice for quick top-ups rather than one long charge. The planner also preconditions the battery along the route for maximum efficiency — because in Porsche’s world, performance applies to electrons too.

But even the best system can’t fix one of the most common mistakes new EV owners make: sharing power. Giek points out that at many public charging parks, each cabinet splits its total output when two cars plug in. “When two cars charge at one point, only 75 kW per side is often available,” he says. “Many drivers don’t realize this.” That means your Taycan, capable of drawing more than 200 kW, might be sipping instead of gulping if you park next to someone else. The workaround? Find a charger with both sides free — or use an Ionity or Porsche Charging Lounge, which deliver full power to every stall.

At the end of the day, Giek’s advice boils down to what Porsche has always preached: performance through precision. Whether it’s how you attack a corner or how you top up your battery, mastery comes from understanding the machinery.

And make no mistake — in the Taycan, charging is just another form of performance. With its 800-volt architecture, near-perfect weight distribution, and Porsche’s obsessive calibration, this EV doesn’t just accelerate like a 911 Turbo — it redefines what fast feels like, even when parked.

Source: Porsche

News

Porsche Taycan Turbo GT Smokes the Quarter Mile in 9.08 Seconds

Sydney Dragway isn’t the kind of place you expect to see an unmodified production Porsche casually obliterate the strip. On a humid Wednesday night, where the air usually rattles with the sound of lumpy V-8s and tire smoke hangs heavy, Porsche quietly rolled out its newest electric flagship: the Taycan Turbo GT. What followed wasn’t quiet at all.

The Turbo GT launched hard, silently but brutally, covering the quarter mile in 9.083 seconds at 156.61 mph (252.04 km/h)—a number believed to be the quickest pass ever by an unmodified production car on an Australian drag strip. The crowd, expecting another round of nitrous-fed Commodores and turbo Falcons, suddenly found themselves watching the future of performance unfold in real time.

The speed was so serious it actually broke the International Hot Rod Association’s safety threshold. IHRA rules demand a parachute for any car topping 150 mph. The Taycan? No chute, no drama—just blistering acceleration and a reminder that Porsche’s idea of progress still means rewriting the rulebook.

At the heart of this beast sits an 800-volt powertrain that, with launch control, delivers up to 760 kW (1,019 hp) of overboost and can briefly spike to 815 kW (1,093 hp). That’s hypercar-level thrust in a four-door EV that still wears a Porsche crest on the nose. Its appearance at Sydney Dragway was symbolic: Porsche’s fastest and most powerful road car facing off on a stage typically reserved for nitro, big blocks, and heavily modified drag specials—and doing so with absolute authority.

For Daniel Schmollinger, CEO and Managing Director of Porsche Cars Australia, the night wasn’t just about numbers. “Porsche has always been at the forefront of performance,” he said. “The Taycan Turbo GT exemplifies our commitment to pushing boundaries—not just in lap times or acceleration figures, but in how we imagine the future of driving.”

What makes the run significant isn’t just that an EV crushed a record—it’s where it happened. This wasn’t a closed test track or a carefully orchestrated marketing video. This was grassroots, under the floodlights, with the public watching. It was a cultural statement: the electric future isn’t coming, it’s already here, and it’s fast enough to leave a parachute rulebook in the dust.

For Porsche, the Taycan Turbo GT is more than a headline-grabber. It’s a reaffirmation that performance—true, visceral, neck-snapping performance—doesn’t vanish when gas tanks do. Instead, it evolves. And as the Turbo GT showed in Sydney, sometimes it evolves quicker than anyone expected.

Source: Porsche