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If you'd like your Porsche Taycan luxury EV with extra presence and practicality but don't want or need the look of an SUV, Zuffenhausen wants you to consider this, the Taycan Sport Turismo. Your ultimate luxury sports EV? Very possibly. Here's a look at the revised version.
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Detailed ratings
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Driving experience
As before, all Sport Turismo derivatives are almost indecently fast, but quite a lot's new with this revised version, though for the time being, Porsche has decided not to adopt the tri-motor drive system from cousin model Audi's SQ8 e-tron. Instead, Zuffenhausen has redesigned this Taycan's rear electric motor, which is 10.4kg lighter than before, but up to 108PS more powerful, depending on the variant you're looking at. As for EV range, well that's up substantially. With the base rear-driven version, it can be up to 404 miles with the largest battery pack. Helping here is an increase in battery size, the base pack now at 89kWh, with the larger 'Performance Battery Plus' pack we tested (which is optional on the two most affordable models but standard thereafter) now rated at 105kWh.
Total power output is considerably higher across the range, specifically with each model depending on the battery size you've chosen. When fitted with the Sport Chrono Pack that most customers want and with launch control engaged, the base single-motor rear-driven Taycan Sport Turismo now offers up to 408PS with the standard battery and 435PS with the larger one (the latter figure 26PS more than before). Which means that 62mph with launch control is dispatched in just 4.8s en route to 143mph. And that's at the bottom of the range. The power outputs for the mid-range dual-motor Taycan 4S are respectively either now 544PS or 598PS depending on battery size (the latter figure up 68PS from before). As for the variants that come as standard with the larger 'Performance Battery Plus' pack, the newly-added GTS version has 700PS, the strangely-named 'Turbo' variant offers 884PS (203PS more than the original model) and the fiery Turbo S develops an impressive 952PS (188PS more than before).
What else? Well air suspension is now mandatory (the old coil-spring set-up's no longer offered) and the twin-chamber air springs are matched to the new dual-valve dampers recently introduced in the Panamera. This more greatly varies the car's behaviour between its 'Comfort' and 'Sport' modes and allows for variable ride heights at high speeds. As before, the most difficult task the engineers had here was in disguising what as usual on an EV is a prodigious kerb weight - in this case around 2.3-tonnes. Plenty's been thrown at that problem as part of this update.
Optional is an Active air suspension system which enables individual control of each damper via a small electrically-driven compressor. Roll and pitch through the bends can then be countered, without the need for the physical anti-roll bars used in the previously-available PDCC anti-roll system. Turbo and Turbo S models get Porsche's Torque Vectoring Plus rear differential, which through turns is able to over-speed the outer rear wheel to help the Taycan's cornering balance. Rear-wheel steering is optional across the line-up (and standard on the Turbo S). And all of this tech is co-ordinated by a clever Porsche 4D Chassis Control set-up. The result through the turns is quite simply astonishing when you consider the amount of weight in play here. And the steering, brakes and ride quality are all brilliant - almost 911-like. No other large EV drives like this. The soul of a sports car? That about covers it.
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Design and build
Just to be clear: this Sport Turismo model has the same bodyshell as the Cross Turismo, but without side cladding or raised suspension. As with the 'Cross', it has a nose section differentiated from that of the ordinary four-door Taycan by a specific front apron. The unusual profile's defined by a sporty fly line that slopes towards the rear, ending in high-gloss black fixed roof spoiler. And as on the saloon, there are flat door handles that are flush with the doors and pop out electrically when required.
As for the visual update changes, well they're subtle. Porsche has redesigned the bumpers across the range, with a bespoke look for the Turbo variants (which also get new 'Turbonite' exterior detailing). And the aero-optimised wheels have been redesigned, with sizes between 19 and 21-inches. New Matrix LED headlights now feature, with HD matrix units available as an option.
There are far fewer changes inside, apart from a few colour and trim options and updates to the interfaces for the curved 16.8-inch driver's display, the main 10.9-inch centre touchscreen and the optional front passenger monitor. Otherwise, things are much as before, which means a dashboard apparently influenced by the original 911 design from 1963 in the respect that there are very few buttons and the instrument cluster is wider than the steering wheel.
In the rear, a roof line modified over the Sports Saloon enables rear seat passengers to enjoy 47mm more headroom. Clever so-called 'foot garages' scooped out of the EV floorplan mean that there's plenty of space for your feet. You don't get the middle part of the rear bench as standard; that's only supplied as part of an extra-cost '4+1' package. As you'd expect from this Sport Turismo model's more practical body style, the boot is bigger than that of the Taycan Sports Saloon, increased from the 407-litre total you get with that EV sedan to 446-litres here. As on other Taycans, there's also an additional 84-litre front 'frunk' compartment.
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Market and model
If you're comparing against the Cross Turismo, you need to know that only the Sport Turismo offers an entry-level rear-driven single motor 435PS model, priced from £87,300 at the time of this review. But that and the next model up in the Sport Turismo range, the AWD Taycan 4S Sport Turismo (which costs around £97,000 and puts out 598PS), both come as standard only with Porsche's smaller 89kWh battery pack. With either of these two base 'Sport Turismo' variants, you have to pay around £4,500 more for the larger 105kWh 'Performance Battery Plus' package, which we think would be an important additional spend to make. As you'd expect, the top Turbo Sport Turismo models do get the bigger 105kWh battery as standard, but they of course also get much higher price tags. You're looking at around £135,000 for the 883PS Turbo or around £162,000 for the 951PS flagship Turbo S.
Inevitably, it's possible to spend a further fortune on the options list - which you'll need to do if you want all of the handling systems available. There's also a whole portfolio of available camera and radar-driven safety and autonomous driving tech. Most Taycan owners will want Adaptive Cruise Control, which works particularly well as part of the Porsche InnoDrive system. This can look ahead for up to two miles as you drive using radar and sensor feedback plus predictive GPS data before then modifying speed and gearshift strategy to better suit the speed limits, topographic road features and traffic flow you're likely to encounter. 'Active Lane Keeping', 'Traffic jam Assist', 'Lane Change Assist' and 'Night Vision Assist' features are also available.
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Cost of ownership
As suggested earlier, EV range has increased substantially - by around 35%. That's with the larger 'Performance Battery Plus' pack that most customers want, which has been increased in size from 93 to 105kWh (though is 9kg lighter) with the unit arranged in 396 pouch cells, which sit in a redesigned housing with composite glassfibre materials for its underbody guard. That bigger pack is optional with the base Taycan and mid-range Taycan 4S Sport Turismo models, which as standard come with an 89kWh pack (10kW bigger than before) that takes them, respectively, either 351 or 332 miles on a charge. With the larger 105kWh pack fitted, the base version goes up to 404 miles and the Taycan 4S up to 383 miles. The top Turbo versions only comes with the 105kWh pack. The Turbo goes up to 377 miles, while the Turbo S is rated at up to 375 miles.
To preserve charge, there are weight improvements of up to 15kgs. And the maximum recuperation capacity during deceleration from high speeds has increased by more than 30 per cent from 290kW to up to 400kW. As before, unlike most of its rivals (but as with the similarly-engineered Audi e-tron GT), this Taycan has an 800volt electrical infrastructure (rather than the usual EV 400v set-up). This time round, this model's bigger battery packs can charge at up to 320kW (50kW more than before) and Porsche says that both packs will charge from 10-80% in just 18 minutes (4 minutes quicker than the equivalent smaller-capacity batteries could do before). It's 33 minutes hooked up to a more usual 150kW public DC supply. Home wallbox charging should be quicker too, thanks to a new controller and software for the 11kW AC in-built charger. With an 11kW supply, the 93kWh battery needs nine hours to charger from empty to full; it'd be 11 hours for the 105kWh battery.
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Summary
So this is the future face of Porsche. EV technology, futuristic looks, fearsome performance and lots of VW Group influence. Died-in-the-wool 911 enthusiasts need not apply. But the enlightened lottery winners among them might find something to like with this Taycan Sport Turismo, particularly in this revised form. It gives you everything you'd want from a Taycan - and nothing you don't.
It's not quite as much of an automotive Swiss army knife as the Taycan Cross Turismo. But a typical Sport Turismo customer won't need this car to be that. They'll simply want a practical, devastatingly quick and imposing expression of Porsche EV technology. You'll get that here.
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