Dissecting the 2025 Taycan Turbo GT J1 II platform / motors / inverters (and vs 2025 Taycan Turbo S)

[Mr.Smith]

After working with Mario at @redshift-performance on the J1 Platform, I wanted to dig in the details of the J1 II platform even more.

We learned VAG does a lot of software tuning and just up-charges an exorbitant amount of money for it. Example is the Taycan GTS, Turbo, Turbo S and the Audi RS Etron GT are the same car, just a different front inverter on the Turbo S. The rest is software.

I'm now looking into the Turbo GT and comparing to the 2025 Turbo S.

Here are the differences I have thus far:

Remove options to save weight, cool aero kit, Different rear motor with rear 900amp inverter.

Turbo S rear motor
Part# 901141AX
$16,500

Front motor is the same, with 600amp inverter
$15,518.44

--
Turbo GT rear motor
Rear $19,521
Part# PAD91141

Front motor is the same, with 600amp inverter
$15,518.44

--
Audi RS Etron GT Performance
Same hardware as Taycan Turbo S, software detuned by 30hp.
The J1 RS Etron GT has a 300amp front inverter. It was a detuned Taycan Turbo. The Performance is new to the J1 II, will now get a 600amp front inverter like the J1 II Turbo S, leaving the Turbo GT as the top dog in the VAG J1 II Platfrom.

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[iamai]

Do you think there will be demand for tuning the J1 II cars that have the additional push button on the steering wheel for 10 seconds overboost?

 

[SergeyIndy]

This was published at launch of the J1 II but before Turbo GT.
I would like to confirm the following Turbo GT numbers in peak kW to complete this graph.

Turbo GT w/o Launch Control: 580kW
Turbo GT Push to Pass 10 sec: +120kW -> 700kW
Turbo GT with Launch Control: 760kW
Turbo GT with Launch Control 2 sec: 815kW*

*Equipped with a more powerful pulse inverter, both cars have 580 kW. With Launch Control that increases to up to 760 kW of overboost power or up to 815 kW for two seconds according to the peak power measurement method.

 

[Mr.Smith]

Do you think there will be demand for tuning the J1 II cars that have the additional push button on the steering wheel for 10 seconds overboost?

I think so because Push to Pass is even worse than just getting all of your power at launch IMO. Its more of a tease now.
A Plaid and Sapphire have all of their power at any time (I know preparation is required too). No reason why Taycan shouldn't. They won't give an explanation either which is also frustrating.

 

[Mr.Smith]

This was published at launch of the J1 II but before Turbo GT.
I would like to confirm the following Turbo GT numbers in peak kW to complete this graph.

Turbo GT w/o Launch Control: 580kW
Turbo GT Push to Pass 10 sec: +120kW -> 700kW
Turbo GT with Launch Control: 760kW
Turbo GT with Launch Control 2 sec: 815kW*

*Equipped with a more powerful pulse inverter, both cars have 580 kW. With Launch Control that increases to up to 760 kW of overboost power or up to 815 kW for two seconds according to the peak power measurement method.

I'm curious if there is more power in the rear motor of the Turbo S or is that extra HP in the Turbo GT all the power from its own rear motor?
Does the 900amp inverter only allow for more use of Push to Pass? 4 second cool down vs 10 seconds for the other Taycan variants and the increased top speed?
It would be nice to get specifics on the hardware

 

[d00d]

Can I replace the rear motor on my J1 I PB RWD with the GT rear motor and trunk bump, or are there more parts involved?

 

[Mr.Smith]

Can I replace the rear motor on my J1 I PB RWD with the GT rear motor and trunk bump, or are there more parts involved?

J1 is limited by the battery output, which is why there is a bigger, new chemistry battery for the J1 II. So no, you can't use that motor and inverter for any of the J1s.
Mario from Redshift is working on the 600amp front inverter on the J1. It's a software compatibility issue that needs to be worked on.
There seems to be more hardware involved with the Turbo GT motor and the 900amp inverter. That's why the large jump in the trunk of the GTs

 

[d00d]

Thanks, from what I understand the SiC inverter itself is taller, hence the bump.

 

[Mr.Smith]

Thanks, from what I understand the SiC inverter itself is taller, hence the bump.

Yes, I wonder about the housing for it and if the rear motor is actually physically bigger.

The only way we are able to get more detailed specs for the Taycan is from the E-Tron GT and their motors. Have you seen the E-Tron GT study guide that shows the difference in motors for J1?

 

[d00d]

I have J1 I `Audi e-tron GT (type F8) Self-study programme SSP 684', it does show the motors, but I only see the 600A rear inverter, not the 300A one.

 

[Mr.Smith]

I have J1 I `Audi e-tron GT (type F8) Self-study programme SSP 684', it does show the motors, but I only see the 600A rear inverter, not the 300A one.

That's when I have to call the parts department to fill in those gaps

 

[A.Mayor]

I'm curious if there is more power in the rear motor of the Turbo S or is that extra HP in the Turbo GT all the power from its own rear motor?
Does the 900amp inverter only allow for more use of Push to Pass? 4 second cool down vs 10 seconds for the other Taycan variants and the increased top speed?
It would be nice to get specifics on the hardware

From what I gather, the Turbo S uses the same J1 600-amp inverter for its rear motor, while the Turbo GT has a more powerful new motor paired with a larger 900-amp inverter. The extra horsepower in the Turbo GT comes primarily from its own rear motor.

The 900-amp inverter is less about “Push to Pass” and more about providing that little extra performance to handle the greater power demand and higher top speed of the more powerful motor. More power more current is required …

 

[d00d]

Can't locate my reference, but thought I had read or heard somewhere that the J 1 II rear motors are all the same, but with different inverters.

 

[Mr.Smith]

Can't locate my reference, but thought I had read or heard somewhere that the J 1 II rear motors are all the same, but with different inverters.

I only wanted to see the difference between Turbo S and Turbo GT. The GT rear motor and inverter are different.
Not sure if Turbo and Turbo S are the same

 

[d00d]

The motor contains the transmission however, and they have said that's been beefed up on the GT, so it may be the motor is the same plus some markup for their troubles.

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