Overview

The all-electric Taycan saloon arrived in UK showrooms in 2019, and very quickly exceeded Porsche’s sales expectations by quite some margin, selling 20,000 units in the first year of production. With the same amount delivered in the first half of 2021, sales were on a par with the iconic 911, and today the Taycan has outsold every other Porsche model! And that’s partly down to the all-wheel drive Cross Turismo launched in the summer of 2021 and broadening out the range with its shooting brake styling. We took the 4S for a long weekend, and were so impressed we replaced our Tesla Model 3 Performance with one.

Driving

We were a big fan of the Taycan saloon (you can read our review here) and it’s largely identical to Cross Turismo with the same 93.4kWh battery powering the same motors with the same outputs across a similar range, albeit there’s no GTS model, so: 4 (350kW/476hp), 4S (420kW/571hp),  Turbo (500kW/680hp) and Turbo S (560kW/761hp). Now all these figures are with the cars in overboost, which means when launch mode is engaged the 4S will hit zero to 62 mph in 4.1 seconds before topping out at 149mph. Its standard power figure is 360kW (490hp) which is still an immense amount of power.

The all-wheel drive chassis features the same Porsche Active Suspension Management (PASM) electronic damper control and three-chamber adaptive air suspension from the Taycan saloon. As such their driving dynamics are quite similar with the Cross Turismo feeling just as agile, nimble, and sharp. The only real difference is the Cross Turismo has been designed to venture off the beaten track, with Gravel mode as standard, optimising grip and control precision on dirt roads or sandy hills by adapting the chassis, traction and throttle systems. There’s also an optional Off-Road Design Package that increases ground clearance by a further 10mm, for a total of 30mm versus the saloon, and enables it to cover a variety of mixed surfaces and uneven tracks. 

The thing with the Taycan is that its proof electric cars needn’t be all the same to drive, and it’s got that inherent Porsche DNA - it has a real emotional appeal about it. With two levels of regen you can opt for that ICE car feel, where you take your foot off the accelerator and it doesn’t slow down, while the calibration of the braking system is so well-judged for an EV. The way in which it hands over from recuperation to friction brakes when the electric motors do not have sufficient deceleration power is seamless. 

The steering is really well weighted and pointy – thanks in part to the Rear-Axle Steering including Power Steering Plus option (£1650) which makes it a dream for parking and the turn-in at speed is amazing,  the ride is firm but comfortable and for its size body control is astounding. And while the Tesla M3 Performance is a second quicker to 62mph, the Taycan holds the trump card in the 0-124mph stakes gaining that second back and taking 13 seconds as opposed to 14.1. There’s a £354 Porsche Electric Sport Sound option but I personally wouldn’t bother.

As a large car (almost five metres long, and over two metres wide), navigating narrow country lanes and the manic school run can sometimes feel daunting, but once you stop being so precious about it, you start to enjoy the confidence – and refinement – it gives. It’s worth bearing in mind our car was equipped with Porsche Torque Vectoring Plus (£1052), which helps to improve vehicle stability and dynamics and Sport Chrono Package (£788), which elevates the baseline power and speed.  

Range and running costs

The 4S has an official combined range of 297 and power consumption of around 2.9mi/kWh, and even in chilly late September I was consistently achieving north of 3mi/kWh. And unlike our Tesla, the Porsche’s range estimate at the start of a long journey is on the mark – regardless of driving style – thanks in part to the intelligent thermal management but also the two-speed gearbox: first gear gives the Taycan even more acceleration from a standing start, while the long second gear ensures high efficiency and power reserves even at very high speed.. The Tesla would always overstate what it could deliver to the point I would end up switching off any unnecessary features and taking it really steady on the pedal for the last half of the journey so that I could get home without stopping to juice.

I know what you’re thinking it’s still not the most economical of EVs but you’ve got to compromise somewhere, and the fact this car weighs over two tones but is still able to offer the level of performance and dynamic prowess it delivers – it’s not to be sniffed at.

When it comes to charging billing is handled by Porsche and its charging service includes almost 200,000 charging points in more than 20 countries across Europe, while there are 2000 destination locations which allow you to charge for free. Unfortunately Porsche do ask you to handover £230 for a Mode 3 charging cable. The Cross Turismo’s battery (with 83.7kWh useable capacity) needs nine hours to charge up to 100 per cent at 11kW, while a DC fast charger fills it from 5 to 80 per cent in just 22.5 minutes, thanks to its 800v electric architecture. You can also opt for a 22kW AC on-board charger for an extra £1179, but given an 11kW charger is standard, I wouldn’t bother.

Various technological developments made in 2021 helped to improve the range, so in Normal and Range modes, the front electric motor is almost completely decoupled and de-energised in the partial load range. Furthermore, no drive is transmitted to either axle when the car is coasting or at a standstill. This electric freewheel function reduces drag losses. The motors are switched on again within milliseconds only when the driver requests more power or changes the driving mode.

The thermal management and charging functions have also been further improved. With the Turbo Charging Planner, the high-voltage battery can now be heated to a slightly higher temperature than before. This means that fast charging is possible earlier and at a higher charge level. In addition, the waste heat from the electrical components is used to an even greater extent for battery temperature regulation.

The Taycan 4S Cross Turismo starts from £88,270 which is actually a good price for what it is – where Porsche makes it money is upselling its well-heeled customers with an extensive options list – this test car for example tops out at £110,450! When the Cross Tursimo came out though there were very little other rivals – Audi e-tron GT, Mercedes EQE Saloon, Tesla Model S and Jaguar I-PACE – and it easily outshines all of these. Now, the second generatyion model is out, costs from £96,800 and there are quite a few contenders in the crossover luxury electric car segment in this price bracket and beyond including: the i7, i5 M60 and iX M60 from BMW, Mercedes EQS SUV, Audi SQ8 e-tron and Lotus Eletre. What this all means however, is that there are ‘bargains’ to be had for a used Taycan Cross Turismo and you’ll struggle to find a better electric sports estate that’s as complete with the cachet of the badge.

As you might expect the Taycan Cross Turismo has a very high insurance rating (group 50), but if you can mostly recharge at home your running costs will be low. And if you're able to have one as a company vehicle, even better, with just a 2% Benefit-in-Kind tax rating. Main service is due every two years or 20,000 miles and you’d hope would be cheaper to maintain than a comparable high performance petrol estate from BMW, Audi or Merc. Plus there’s no road tax and you’re excempt from the London Congestion Charge until 2025.

Design

The Cross Turismo looks very similar to the Mission E Cross Turismo concept presented at the 2018 Geneva Motor Show. Its profile is defined by that sporting roofline sloping down to the rear – called a 'flyline' by the Porsche designers, while off-road styling cues such as wheel arch trims, front and rear lower aprons and side sills give it a tougher appearance. Our test car benefitted from the Off-Road Design Package, featuring special vanes at the corners of the front and rear bumpers and at the ends of the sills, which provide protection from stone impacts but also combined with the ultra-wide stance really help it to look aggressive. It’s worth having – together with the Ice Grey Metallic paint but cost £1161 and £1683 respectively. As previously mentioned it is a big car - which bizarrely doesn't translate to the inside. My husband calls it a reverse tardis which sums it up very neatly indeed.

The cabin is beautifully finished boasting luxurious materials and exceptional build quality, and stood up well to two children under the age of seven! If you want to go leather free it will cost you £2538 for the privilege and the fixed panoramic roof and privacy glass £1137 and £354 respectively. It is packed full of tech , with three screens – a sleek-looking 16.8 inch curved digital screen that’s fully customisable behind the steering wheel and two in the middle of the dash (you can pay extra to have one for your front passenger ): a central 8.4 inch touchscreen with haptic feedback and a 10.9 inch infotainment screen. There are not many physical buttons  which makes things tricky when driving and inevitably means lots fingerprints and other greasy smudges, but otherwise it all works pretty well. It's worth noting how quiet it is on the move with very little wind or road noise.

Comfort and practicality

The Cross Turismo is slightly more versatile behind the front seats, in that it offers 47mm more headroom, which was a plus point for us with two kids, and while the 446 litre boot area is similar between the Taycan and Taycan Cross Turismo, the layout is different – with the latter offering a higher ceiling so it’s easier to fit in taller objects, handy for all the paraphernalia that comes with said passengers! The 84 litre front luggage compartment, is a smidge smaller than the Tesla’s but still perfect for an overnight bag. Although Porsche call it 4+1 and you have to pay £336 extra, obviously, forget trying to carry a middle passenger in the rear – even without child seats it would be hugely uncomfortable. It’s also worth mentioning that legroom out back is quite poor.

You get decent sized door bins and the glovebox isn’t too bad either. There’s a small storage area under the second central touchscreen in the centre console, as well as two large cup holders and a place to plug your phone under the armrest, which isn’t the most practical to place on charge for either driver or passenger when on the move. 

If you’re doing long distances it is worth paying out £1170 for the Comfort seats, which are still firm but a little more forgiving than the Sport offering – of course if you’re not a 40-something year old with the onset of sciatica then you probably don’t need to worry about it! I would also personally recommend you opt for blind spot monitoring. Keeping track of cars in your rear and blind spots on a motorway is a nightmare with the tiny rear window and thick C pillars, so displaying a warning in the side mirrors is a God send.

Our Cross Tursimo benefitted from the sixth generation of Porsche Communication Management (PCM) so alongside Apple Music and Podcasts, Android Auto and Apple CarPlay support for iPhone is now integrated. This means more phone functions and apps – that do not affect driving safety –together with Google Assistant voice commands, can now be operated. Saying that you shouldn’t have to use the latter as the Voice Pilot assistant now understands instructions a lot better, and improvements have been made to the satellite navigation system too – it calculates more quickly, primarily uses the online search for points of interest (POI) and displays its information more clearly. The layout and operating system have also been revamped: there are now five menu options instead of three on the left side of the central display and the icons can be arranged individually.

The built-in navigation is better on live traffic than many others we’ve tested but overall the Taycan’s infotainment is a little behind on Tesla in terms of usablility, available functions and how quick it is to respond but that’s my only complaint. The Bose surround system is outstanding and has been designed and engineered specifically for the unique acoustics of this vehicle's cabin, but that’ll set you back £956. 

As standard you get traffic-sign recognition and lane-keeping assist, collision and brake assist, and park assist with sensors and cameras, dual-zone climate control, automatic emergency braking (AEB), LED headlights, cruise control, heated seats, a powered tailgate and a heat pump – the 4S adds red brake calipers, brushed aluminium door sills and some silver exterior details.

Verdict

Both the four-door swoopy saloon and pseudo-estate Cross Turismo deliver impressive luxury, head-turning looks and sports car performance. Buyers who need a bit more versatility or need to go off the black stuff occasionally will find that the Cross Turismo better meets their needs, but ultimately it is difficult to go wrong regardless of which version you choose. 

The new Taycan has since hit our shores, but as we write there are still new MY23 and MY24 models available from Porsche, and, of course, pre-owned examples. Having owned a Cross Tursimo 4S since August we have to say we’re impressed with the car as much as the customer service. This £88k plus EV is every bit as accomplished as you would expect – not just in terms of its power and handling, but it also combines grand tourer comfort with estate practicality and a coupe rear end. 

It’s one of the best EVs around for the price, and that’s why when it came to upgrading the company car we chopped in the Tesla Model 3 Performance.

Key Specs

2022 Porsche Taycan 4S Cross Turismo
 

Price (RRP OTR): From £88,270; £110,450 model as tested
Top speed: 149mph
0-62mph: 4.1 seconds with launch control
Power: 360kW (490bhp), 420kW (571hp) with launch control
Torque: 479lb-ft
Driving range (combined): 297 miles
Charging time: 22.5 mins (270kW, 5-80%)
Insurance group: 50
Vehicle warranty: 3 years
Battery warranty: 8 years / 100,000 miles