On the way back, I enjoyed the same things I did in the Taycan: ample (469 horsepower here) performance and four drive modes on two “gears” (one for strong power under lower speeds, the other for sustained efficiency at high speeds). No variants of the Cross Turismo have been officially rated yet for their driving range on a single battery charge, but expect them to match the nearly 200 miles or so of the Taycan sedan. That’s 200 miles—unless you’re driving uphill, moving fast, blasting the air conditioning, or generally having fun inside the car, which will diminish the range at an exponential rate.
Acceleration in the Porsche Taycan 4 Cross Turismo is silky smooth and flawless, from zero to 60 mph in 4.8 seconds and with a top speed of 136 mph. The regenerative brakes grab hard and do wonders to regain battery life; the steering and balance of the car are dialed in as well as anything else from Porsche. Don’t believe what dudes in parking lots tell you about how driving electric cars is dull. (The fact that they haven’t actually driven this car doesn’t stop them from bludgeoning anyone nearby with their opinion, does it?) The Porsche 4 Taycan Cross Turismo offers instant driving engagement and thrilling performance at any speed.
Here’s the thing: A week after trying that base model of the Cross Turismo, I drove the Taycan Turbo Cross Turismo, which is a faster (zero to 60 mph in 3.1 seconds) and bossier variant in the Cross Turismo line. (The bossiest is the $187,600 Taycan Turbo S Cross Turismo.) As you’ll recall, Porsche has decided to use the label “Turbo” to denote the most expensive versions of any of its cars, regardless of whether the vehicle actually carries a turbocharger. Don’t be fooled; this is a case of words-don’t-mean-anything marketing. No electric car has need for a turbocharger hidden among its batteries.
The “Turbo” Cross Turismo costs considerably more than the base model; pricing starts at a whopping $153,500—almost double. But despite the 201 hp difference in max horsepower, and notwithstanding the additional speed, there was not enough difference between the base model of the Cross Turismo and the Turbo to warrant such an extraordinary price difference. Each have identical cabins, with a “shifter” the size of an old-school flip phone, vivid heads-up display, center console with cup holders, and calming ambient light throughout. They each have exaggerated fascias and sideskirts, improved passenger headroom from the Taycan sedan, and greater cargo and interior space as standard equipment. Each has seating for four or five, all-wheel-drive, and the optional motion-sensor rear tailgate perfect for people with their arms full of food to load into this mean grocery-getter. After all, this is a station wagon, not a supercar.
Saving what will be nearly $100,000 (after options) on a model just as capable, true to its purpose (hauling such things as bikes and tents and food and plants) and forward-thinking as its overpriced sibling? That makes sense to me. My drives in the entry-level and top-end versions of the new electric wagon from Porsche left me questioning why anyone with their ego in-check and/or half a brain would extend an additional $100,000 on the Turbo.
Those who must have a top-of-the-line Porsche should stick with the 911 Turbo. The smart money for wagon lovers is on the practical and (comparatively) humble Taycan 4 Cross Turismo.
This article was provided by Bloomberg News.