Crisp steering and handling, sleek looks, a fine all-round alternative to an RS6
Using it for the family? We still reckon the Cross Turismo does that job better
What is it?
The estate version of the Porsche Taycan.
I can see that, I just thought that was out already?
You’re thinking of the Taycan Cross Turismo that arrived earlier this year. That’s pretty much identical to this new Sport Turismo but has a higher ride height and some extra body cladding to give it more of an off-road vibe. The Cross Turismo also has a couple of small adaptations to make it ride slightly more gently – new wheel mounts and softer anti-roll bars.
In order to drive as much of a wedge as possible between two rather similar cars, the first Sport Turismo out is the sportiest one there will probably ever be and the only one that has no equivalent in the Cross Turismo range. It’s called the GTS and it has 20 per cent more roll stiffness than the Taycan Turbo S. That’s a thing.
A rival to the Audi RS6 and Mercedes-AMG E63, then?
Plus Porsche’s own Panamera Sport Turismo, which has a very similar model line-up and price strategy. For clarification, the Panamera is bigger inside and out and arguably slightly more luxurious, but for those wanting to switch to electric the Taycan is the stepping off point beyond the hybrid Panameras.
The Sport Turismo may be a step back for practicality (both boot and back seats are smaller here than in those conventional super-estates. More on that in the Interior tab), but it has them pegged for pace. The GTS develops 590bhp in Launch Control, giving 0-62mph in 3.7secs. As the range pads out it’s likely to sit smack in the middle of the performance spectrum, flanked by base and 4S versions beneath it and Turbo and Turbo S above. Expect the price spectrum to run from £80,000-£145,000.
What does the Sport Turismo GTS cost?
£104,990 – only about £800 more than the saloon. The looks help justify the expense. Just bear in mind that the wheels you want – these RS Spyder Design 21s that are uniquely black for the GTS – are an £1,860 option.
How does it drive?
You don’t need a faster one. You certainly don’t need a harder one. Not that this rides harshly. The adaptive three-chamber air springs and low centre of gravity combine to create a car with immense body control and family-friendly comfort levels. Although think control rather than cushioning as the general strategy.
It’s crisp, smooth and quiet, just with a fraction more emphasis on steering clarity and chassis response than other Taycans. But the margins of difference between the models are slight and seem only more so when the only way to tell the powertrains apart is from the level of shove in your back.
What about range?
The non-Sport Turismo GTS was the first Taycan with a WLTP range of over 500km (311 miles) from its 93.4kWh battery. The heavier, marginally less aero Sport Turismo has a best of 304 miles. And yes, treat that as 200 miles in winter.
It’s worth knowing that the main reason the GTS has better range is because Porsche has tweaked the battery management software – a modification that will be rolled out across all models and retro-fitted to existing cars when they’re serviced.
How does it function as a family car?
As we said above, it’s not that spacious inside and a roof box is going to ruin range. But in terms of driving simplicity, interior functionality and design, it’s thoroughly thought through and every bit as impressive to use and live with as the regular Taycan. Great cabin design, top notch quality.
It is low though and for that and a couple of other reasons we’d point you at a Cross Turismo if you have practicality in mind. The plastic cladding should shirk scuffs and it has a sense of ruggedness that’s more likely to play better with family life.
Still not quite your thing? How about the Audi e-tron GT? That’s the Taycan’s sister car, but will likely spawn an estate variant sometime in 2022.
What's the verdict?
The least surprising addition to the range, the Sport Turismo does add more practicality to the Taycan package and the GTS variant is likely to be the pick of the range for helmsmen even after other models arrive. But don’t go expecting this to be a radical shift in direction or philosophy. Porsche has clearly spent huge amounts of money developing the Taycan and wants to recoup that investment by spinning as many models off it as possible. The margins of difference among Taycans are slender.
However, if you want a sleek, moderately practical, fine-driving electric car, look no further. It’s a crisp, composed machine to drive, and in GTS guise arguably the most satisfying Taycan of all. And while everyone else has focused on SUVs as their electric leaders, Porsche stands proud in championing an estate.