Porsche Taycan Sport Turismo review
The third Taycan bodystyle does away with the off-road pretensions of the Cross Turismo and is available with the full range of the model's powertrains
- Looks great
- Longer range than Cross Turismo
- Even better to drive than other Taycans
- Extremely expensive
- Real-world range can disappoint
- Many features are pricey options
|Model||Range||Wallbox charge time||Rapid charge time|
|Taycan (73kWh)||TBC||11hrs 30mins (0-100%, 7.4kW)||21mins (10-80%, 225kW)|
|Taycan (93kWh)||TBC||13hrs 30mins (0-100%, 7.4kW)||19mins (10-80%, 262kW)|
|Taycan 4S (73kWh)||TBC||11hrs 30mins (0-100%, 7.4kW)||21mins (10-80%, 225kW)|
|Taycan 4S (93kWh)||309 miles||13hrs 30mins (0-100%, 7.4kW)||19mins (10-80%, 262kW)|
|GTS||304 miles||13hrs 30mins (0-100%, 7.4kW)||19mins (10-80%, 262kW)|
|Taycan Turbo||TBC||13hrs 30mins (0-100%, 7.4kW)||19mins (10-80%, 262kW)|
|Taycan Turbo S||222 miles||13hrs 30mins (0-100%, 7.4kW)||19mins (10-80%, 262kW)|
With the arrival of this Sport Turismo estate bodystyle, Porsche's Taycan electric car is now available in three distinct flavours, including the four-door saloon and five-door Cross Turismo estate. In reality, the Sport Turismo isn't that different from the latter, missing only some of its more overtly off-road-orientated features. It was initially introduced in driver-focused GTS form (and this is the only powertrain we've driven it with so far), but from early 2022 you're able to order one in entry-level 'Taycan' form, as well the more powerful 4S, GTS, Turbo and Turbo S guises, with the familiar spread of power outputs and range figures from the saloon.
We were already impressed by the GTS when we tested it on track in saloon form – in this guise it's probably the pick of the range for keen drivers, who should value its super-sharp handling and agility more than they would the extra power of the Turbo or Turbo S. Now, we've had the opportunity to try the GTS on the road in Sport Turismo estate form, so we can consider exactly what its place is among the myriad versions available.
One way of approaching this is to compare the car with combustion-engined alternatives elsewhere in the Porsche range. Right out of the gate, the Taycan GTS Sport Turismo is around £5,000 cheaper than the equivalent petrol-engined Panamera GTS Sport Turismo, and when you look further down the spec sheets, the case for going electric becomes even more compelling. The 590bhp Taycan is more powerful than that Panamera, as well as being quicker from 0-62mph (3.7 seconds plays 3.9).
Are there any downsides, then? Well, like all high-end electric cars, the Taycan GTS Sport Turismo is pretty heavy, tipping the scales at a hefty 2,370kg. You'll feel that under full-bore braking from high speed, but for the vast majority of the time, it strikes the same near-perfect balance between ride quality, handling prowess and steering precision we've become accustomed to from other Taycans. Crisp steering, barely believable body control and prodigious traction complete a very appealing picture for any driving enthusiast.
And if you're the kind of driving enthusiast who feels sound is an integral part of the experience, Porsche has you covered there, too; the car makes a variety of fizzes and screams when you accelerate, as well as 'blipping' when you shift down between the two gear ratios. Okay, it's synthesised, but it's well done.
So far all of the above applies to the GTS saloon as much as the GTS Sport Turismo estate. So is the difference in practicality worth forking out a little extra for? We think so. The boot is bigger, of course (446 litres in total), but a straight rather than sloping roofline over the rear seats increases headroom, too. Overall, it makes the Taycan GTS a much more useful everyday car.
The other aspect of an electric car's practicality is its range and charging speed. In this respect, the GTS isn't hugely different from the rest of the range: like all Cross Turismo variants, it gets only the larger of the two Taycan batteries: a 93kWh unit that in the GTS returns an official range of just over 300 miles. That puts it ahead of any of the Cross Turismos, the least powerful of which only just exceeded 280 miles in testing.
In our experience, you'll have no hope of hitting that figure if you drive the Taycan anything close to what could be described as 'spirited fashion'. Around 220 miles seems a reasonable expectation for real-world out-of-town driving. That makes it all the more welcome that the Taycan can make full use of the very fastest public chargers to top up from near-empty to 80% in under 20 minutes – although most chargers you'll come across in the UK can't quite manage this and will take more like 30 to 45 minutes to do the same job.
Overall, the Taycan GTS Sport Turismo is a useful addition to the model's. Yes, the sheer number of variants is starting to get a bit bewildering now, but the same goes for almost every other model in Porsche's range. What we can say is the mix of power, agility and practicality offered by this take on the formula makes the more expensive Turbo Cross Turismo and Turbo S Cross Turismo look pretty redundant – and that the GTS Sport Turismo does nothing to diminish the Taycan's status as one of the finest electric cars you can buy.