I was really impressed by the Taycan GTS's powerful all-electric drivetrain, beautifully tuned driving dynamics, new tech, and sleek styling.

During my brief time with the Taycan, there wasn't much that I didn't like about it. However, the optional extras get very pricey very fast.

The base Porsche Taycan sedan starts at $99,400, while the Turbo GT, which is the range-topping model, starts at an eye-watering $230,000. The GTS-trim is situated in the middle of the seven-model lineup with a starting price of $147,900.

My test car came loaded with more than $61,000 in performance, luxury, aesthetic, and tech upgrades that pushed the as-tested price to $211,000.

The updates include redesigned front-end styling, new matrix headlights, improved battery performance, and new cabin tech.

There's also a new push-to-pass feature that provides a 94-horsepower burst of extra power on demand for up to 10 seconds at a time.

It costs $2,920 to upgrade from the GTS's standard 20-inch wheels and another $1,300 to have them painted black.

To keep its 105 kWh pack juiced up, the Taycan has not one but two different charging sockets. There's a J1772 AC charging socket on the driver's side and a CCS combo socket for DC fast charging on the passenger side.

As part of the updates, Porsche made significant improvements to its battery pack. Key among them are increased energy density and optimized thermal management, which improve charging times.

According to Porsche, the Taycan can charge from 10% to 80% in just 18 minutes at a rate of up to an impressive 320 kW.

The official EPA range for the 2025 Taycan GTS is not yet available, but it should be considerably better than the previous generation's 246 miles. EPA range estimates for other Taycan trim levels vary from about 250 miles to 295 miles.

The Taycan GTS's dual electric motors offer 596 horsepower at all times. However, with launch control activated, drivers can access up to 690 horsepower, a 100-horsepower bump over the previous model.

The front axle motor has a single-speed transmission, while the motor on the rear axle has a two-speed transmission.

According to Porsche, the Taycan GTS with launch control activated can reach 60 mph from a standstill in 3.1 seconds and has a top speed of 155 mph.

The Porsche Taycan GTS is an incredible machine to experience on the twisting mountain roads of the Appalachian mountains. The Taycan, with its all-wheel-drive, adaptive air suspension, torque vectoring, and high-performance ceramic composite brakes, was unperturbed by any corner we could throw at it.

The Taycan remained poised and collected through the corner before launching down the next straight away with effortless aggression from its 596 electric Teutonic ponies.

Such performance is especially impressive when you consider that this is an EV that weighs more than most three-row family SUVs, at 5,000 lbs.

The Taycan's cabin feels more like the cockpit of a sports car than a luxury EV sedan. It's snug but never feels cramped. All of the controls are within arm's reach and easy to use on the fly.

In front of the driver is a large digital instrument display that is designed to look like Porsche's signature five-gauge cluster. In front of the passenger is a new infotainment touchscreen which the driver is prohibited from viewing.

My favorite touch is the stopwatch atop the front dash to track your lap time. It's a not-so-subtle reminder of Porsche's brand ethos.

There's also a small three-cubic-foot frunk up front under the hood.

Porsches are not cheap cars. They are not cars for the everyman. But if you are among the fortunate few every year who are able to take ownership of one, you're in for a treat.

The Taycan may not sing the distinctive song of its boxer-powered siblings, but it is still a Porsche through and through. From the precision of its steering to the vicious stopping power of its massive carbon brakes, the Taycan is a true performance machine.

With 690 horsepower and a price tag under $150,000, the Taycan GTS might be the perfect trim for you.

I was blown away by 911's crisp-shifting, six-speed manual transmission, beautifully tuned handling, and melodic twin-turbocharged boxer engine.

During our brief encounter, I didn't find too much wrong with the Carrera T, but I do miss the rotary ignition switch that has been replaced with a push button.

My 911 Carrera T Cabriolet test car starts at $147,300.

Freight fees and more than $22,000 in luxury and tech options pushed the as-tested price to $171,665.

Although pricey, that still pales in comparison to the more hardcore variants like the 911 Turbo and 911 GT3, which start at $197,200 and $222,500, respectively.

Porsche made a host of changes to the 992.1 generation, which launched in 2020, to create the 992.2.

The updates include refinements to the 911's chassis, updates to the PDK twin-clutch transmission, and a new six-speed manual transmission for the Carrera T.

But the biggest change will be the 911 GTS's new hybrid drivetrain, a first for the sports car.

The Porsche 911 Carrera T's twin-turbo boxer six-cylinder produces a stout 388 horsepower and 331 lb-ft of torque. Its power is sent to the rear wheels through a six-speed manual transmission.

The melodic flat six sits in its rightful place behind the 911's rear axle.

The Carrera T's six-speed manual is lighter and feels more natural to shift than the seven-speed it replaced.

The open pore, laminate walnut shift nob is stunning and feels great in your hand.

The wheels are 20 inches in front and 21 inches out back.

The Carrera T continues the 911 tradition as one of the great driving experiences in the world.

Carving my way through the winding mountain roads in North Georgia, the 911 Carrera T was in its element.

The twin-turbo boxer six delivered smooth, consistent power and a sweet rumble, while the six-speed felt as crisp and precise as any manual I've ever driven.

Pair that with the 911's perfectly tuned suspension, and the experience is otherworldly.

The Porsche Torque Vectoring system helps with cornering performance. It uses a mechanical rear differential combined with targeted computer-controlled braking action to send power to the outside rear wheels.

The Carrera T also comes standard with rear-axle steering, which makes it more agile at low speeds and stable at high speeds.

According to Porsche, the 911 Carrera T Cabriolet is good for 0-60 mph runs in 4.5 seconds and a top speed of 182 mph.

The 911's cabin is a de facto cockpit built around the driver, designed for easy, intuitive operation while driving enthusiastically.

As a result, ergonomics are excellent. Everything is within reach, the adaptive sport seats were supremely supportive, and the 10.9-inch touchscreen running Porsche's PCM infotainment system comes with Apple CarPlay.

In front of the driver, the digital instrument cluster, which replaced Porsche's classic five-gauge on the 992.1, remains. Although it can be configured to look like the old analog setup.

The 911's ignition remains on the left side of the steering wheel, but the twist switch that was designed to mimic a physical key has been replaced by a simple push button.

The Carrera T, for all of its performance attributes, is statistically one of the slowest variants of the Porsche 911 you can buy.

It's nearly two seconds slower to 60 mph and more than 200 horsepower down on the performance monster that's the 911 Turbo S.

But I'd gladly trade that extra two seconds and two hundred horsepower for the sheer driving pleasure the Carrera T can deliver on a winding mountain road.

Sometimes, slower is better, and there's value in savoring the journey to your destination. The Porsche 911 Carrera T Cabriolet is a constant reminder of that.