Porsche builds sporty red wagon: the 2022 Taycan GTS Sport Turismo
Two weeks ago, we found out how the new Porsche Taycan GTS sedan handles some light track work, quite competently, in the end. But as I noted at the time, few Taycan GTSs will take part in a track day, so how the car rides on the road is more important.
We couldn’t drive down the road in the GTS sedan, but we did get a few hours of seat in that car’s new sibling, the $ 133,300 Taycan GTS Sport Turismo. And for readers who aren’t fluent in Porsche, that means this one is a station wagon.
In fact, it’s not even the first battery-powered electric station wagon. I think that honor goes to the Taycan Cross Turismo, which is essentially the same bodywork with the suspension raised a few millimeters, plus a few plastic bumper extensions to give it an ersatz off-road feel. Porsche would say that the Cross Turismo “exemplifies all-weather and off-road capability” and that this new Sport Turismo version is all about on-road performance.
Mechanically, the Taycan GTS Sport Turismo is identical to the Taycan GTS sedan. This means a 93.4 kWh lithium-ion battery (83.7 kWh usable capacity) powering a pair of permanent magnet electric motors, one for each axle. Power rating is capped at 380 kW (509 hp) and 849 Nm (626 lb-ft), but the car will allow short bursts of up to 440 kW (590 hp) using launch control. Do this, probably when exiting a freeway toll booth, and you should see 62 mph (100 km / h) from a stop in 3.5 seconds.
Obviously the biggest difference is that the Sport Turismo has a hatchback and more cargo capacity. That’s 15.7 cubic feet (445 L) with the rear seats in use, or 42.8 (1212 L) with the seats folded. This should make it even more suitable than the sedan for activities such as weekend camping trips, although this functionality would be further improved if Porsche decided to add some form of vehicle cargo capacity to future model years. . (There is also 2.9 cubic feet / 82 L of storage space in the trunk.)
Porsche will equip the Sport Turismo with its new variable-light panoramic roof. This is aimed at improving the electrochromic panoramic roof of other Taycan’s, instead using nine liquid crystal panels which can be made increasingly opaque. Unfortunately, not all of the cars that Porsche brought from Europe for our trip were so equipped, and I was not able to experience this functionality. However, I’ve already officially declared that the panoramic roofs are a waste of money and that the GTS Sport Turismo doesn’t feel worse about having a solid, non-transparent ceiling.
As you would expect from a Porsche, the Sport Turismo is more than competent on the road. Tire and wind noise, much more noticeable in an electric vehicle than in a conventionally powered vehicle, is minimal at cruising speed on California’s concrete freeways. For long highway trips, I prefer the Range mode, which uses only the rear electric motor for maximum efficiency, although this limits the top speed to 85 mph (138 km / h).
Our route to the Antelope Valley included a number of canyon roads as well as the beautiful Angeles Crest Highway, roads the GTS Sport Turismo had to impress on. After all, why buy an electric Porsche if you don’t want to have fun driving it?
Fortunately, the car impressed. Although powerful, I find the Sport Turismo more pleasant to drive as a dynamic car, as I do with most BEVs. This means conserving as much energy as possible rather than braking hard in every corner and then simply slamming the gas pedal. Like pretty much all new cars with electronic power steering, the Sport Turismo has little actual steering feel, simply increasing the weight as you shift to sportier driving modes. Despite this, there is still a lot of grip up front, so you can turn and roll in most corner radii.
Like all Taycan’s, the GTS Sport Turismo is capable of recharging very quickly with direct current. As long as you have access to a 350kW fast charger, you should be able to recharge to 80% in about 22 minutes. As with most of the other EVs we’ve tested, the weather is almost constant. If you arrive with only 5% state-of-charge remaining, you can expect the car to suck up to 270kW from the charger. In my case, I arrived at the Electrify America site with still 38% charge remaining, and the charger peaked at 174kW as it took 22 minutes to bring my battery back to 80%.
As you might expect, the range efficiency is not as good as that of the cheaper, less powerful Taycan 4S that I tested this summer. Over the course of nearly six hours and 182 miles (292 km), the Taycan GTS Sport Turismo averaged 2.3 miles / kWh (26.6 kWh / 100 km), although this involved much more twisty roads than the time I had an average of 3.3 miles / kWh in the Taycan 4S. An official EPA rating and energy consumption number will be available from Porsche as the Taycan GTS Sport Turismo arrives in the United States in spring 2022.
Perhaps the most important factor in whether or not the Taycan GTS Sport Turismo is the BEV for you depends on how much you like the body style. Porsche says it currently has no plans to offer the Sport Turismo with other powertrain options, so there won’t be a cheaper Taycan 4S Sport Turismo or a more expensive Taycan Turbo Sport Turismo. and more powerful.