Porsche Taycan Cross Turismo Review & Prices

The Porsche Taycan Cross Turismo is an SUV-angled variation of the all-electric Taycan and comes with a stylish shooting brake roofline to maintain a sleek shape.

Although there aren’t many direct alternatives to the Cross Turismo, you’re likely to be looking at other sporty estate-like models, such as its Taycan Sport Turismo sibling and BMW’s petrol-powered M3 Touring.

The Cross Turismo is a lot like a digital Casio G-Shock – electric powered, and a bit more rugged but no less stylish than other options available on the market.

You get the same face as the Taycan with the four-spot headlights and classic Porsche wheel arches, while there’s a sweeping silhouette from the side. It’s also jacked-up more than the Sport Turismo and standard Taycan – with the adaptive air suspension giving you plenty of height over bumps and if you venture off the Tarmac.

The rear design is pretty nice as well, with the light bar and SUV-like cladding giving an aggressive look. Adding the off-road design pack gives you extra cladding around the bottom edge, and it makes the car look more rugged.

In the cabin, you get a classic sporty design from Porsche. You have a large curved screen behind the circular steering wheel, while the higher centre console including the two touchscreens help cocoon you in the cockpit.

The seating position is one of the best on the market, and helping you get very comfortable are the electronic steering wheel and seat adjustment.

Especially for a sportier model like this, the rear space is pretty good. It’s not the most spacious in the world, but two adults should be able to sit in the back without too much trouble. If you’re a taller driver though, they may struggle for knee room.

You get two storage spaces with the Cross Turismo – an 84-litre froot under the bonnet and a decent 446 litres at the back. That’s the same as the Sport Turismo, but the BMW M3 Touring is a little larger in the back, although doesn’t have a front area.

The 83.7kWh battery pack gives you up to 297 miles on a full charge, and with DC charging rates at up to 270kW, you can go from 5-80% in under 25 minutes, if you can find a suitably rapid charger.

You get the choice of four power options – all of which come with dual motors and all-wheel drive. It ranges from the 4 Cross Turismo (476hp), through the 4S (571hp) and Turbo (680hp), before finishing with the most powerful Turbo S (761hp).

Out on the road, the Cross Turismo is one of Porsche’s most comfortable models. The adaptive air suspension gives you the option to lift the ride height to get over bumps and potholes, while the steering – although not the lightest – makes it easy to steer, especially with the optional rear-wheel steering fitted. The view out the back is poor though.

On the motorway, the Cross Turismo continues to impress. Yes, you do have to pay extra to get adaptive cruise control, but when it’s fitted, you can go as far as the charge can with near-zero disruption.

Despite being over 2,200kg, the CT is wonderful to drive on a twisty road. Having the optional rear-wheel steering and torque vectoring system, the Cross feels very nimble. Having the dual-motor setup as well with the 4S, you get plenty of punch to get you out of corners and gives you loads of grip in slippery conditions.

Let’s not forget you can take this car off-road with its model-specific ‘Gravel’ driving mode making it fun over loose surfaces.

While there are better all-rounders available, the Taycan Cross Turismo is great in a lot of areas – although those not ready to make the jump to electric may not quite be convinced.

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While high performance estates are not the most common, the Porsche Taycan Cross Turismo isn’t exactly what you’d call cheap. Even though it doesn’t have the reputation, the Kia EV6 GT is a lot cheaper – even if it is more SUV than estate – while the sibling Taycan Sport Turismo is a fair few thousand pounds cheaper but missing the faux-SUV looks.

With the 4S having more power than a BMW M3 Touring, it’s considerably less expensive. But you need to consider how many options you’ll need to make your ideal version, which could put it much closer to the BMW.

It’s great in most areas, even on loose gravel surfaces, but it’s very wide and not the most exciting of Porsches

In town

There’s no hiding that the Taycan Cross Turismo is quite wide. With the mirrors out, it’s over 2.1m across, so you’ll be holding your breath a lot through tight gaps in town. Make sure you pick wider parking spaces too, but at least you do get front and rear sensors alongside all-round cameras to help with this.

The steering isn’t the lightest either, but when you choose the rear-wheel steering option, the turning circle is just 11.4m – something that most family hatchbacks will do.

One main area of concern is the view out of the rear. Even with the cameras for support, the rearward vision is pretty poor and when you add adults into the back it’s even worse. Sure the wing mirrors are big, but because of the car’s width and narrow rear aperture, it can be tricky seeing what's behind you without the cameras.

The Cross Turismo’s party piece in town is the adaptive air suspension. You can raise and lower the car as you please, with the nose lift option easy to access on the edge of the curved driver’s display. The suspension also soaks up bumps very well, meaning smoother progress compared to some other Porsche models.

On the motorway

There’s very little you can say about the Cross Turismo here that’s negative. When you get on the motorway, the electric drive gives you loads of punch to get you off the slip road and into traffic, as well as making overtakes or getting through traffic.

Choose the adaptive cruise control option and that enhances the standard fit cruise control and speed limit option with the addition of distance control. That helps out massively in stop/start traffic.

The Taycan is also pretty efficient over long distances. With the two-speed transmission – a novelty for other EVs, with only the Audi e-tron GT that was co-developed with the Taycan getting the same – you effectively get a cruising gear to improve efficiency.

You get 3.0mi/kWh on a longer drive, helping you get close to the official 304-mile range figure from Porsche. Engaging ‘Range’ mode lowers the car and helps improve how streamlined the Cross Turismo is.

You also will be impressed by how quiet it is. The sound refinement is excellent with very little flutter from the roof rails and wing mirrors, while tyre roar is suppressed well too.

On a twisty road

Porsches usually perform well here, and the Taycan Cross Turismo does so too. It’s not as exciting or involving as a 911, 718 or similarly practical Panamera Sport Turismo, but it’s very impressive.

You do have to pick the rear-wheel steering and torque vectoring as optional extras, but when you do, you get great stability and an agile car – well, as agile as a car can be weighing 2.2 tonnes. Having the dual-motor 4S gives you great grip too, punching you out of corners and unleashing the 530hp that version has on offer.

The steering in normal mode is well-weighted, but choosing Sport or Sport Plus adds extra weight for additional confidence when going down a twisty road. Going for the more aggressive modes up the intensity of the power delivery from the motors, while the firmer suspension setup reduces body roll, although there wasn’t much of that anyway.

The boot and space under the bonnet are pretty useful, but it may be cramped for adults in the cabin

Being from a more dynamic-orientated brand, practicality isn’t the focus of the Taycan Cross Turismo. But Porsche has done a good job of making it so. You get a small storage spot 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.

You also get decent sized door bins either side, where you can store a mid-sized water bottle, while the glovebox is of a good size as well.

For your seats, there’s electric adjustment up front, while you can get into a great position with electric adjustment for the steering column too. You can choose sport seats, but the standard-fit comfort seats are excellent for longer trips.

Space in the back seats

As an EV, foot room is good under the front seats, while you get decent legroom behind most adults. Headroom, even with the optional panoramic roof fitted, is good, while you get extra light in the cabin to make it feel more spacious.

You do get a third seat, although three adults across the back would be a squeeze. The roof shape cuts in quite a lot either side, so you could only do short trips with three in the back.

For families, you get ISOFIX points on the outer seats and you get decent door openings to help get the seats in there.

Boot space

You get a square space in the back as Porsche has filled the areas around the wheel arches. That does make it easier to stack things but it’s not as large as it could be. You get small spaces near the opening too, while the boot lip is limited. The 446-litre boot is a good shape and only 54 litres short of the BMW M3 Touring’s.

Folding down the rear seats increases the space to 1,212 litres and it’s fairly simple to do that. You get a flat space to slide things further forward, and it’s not too far to reach and get things out.

As with a few Porsches, you get a front boot. Lifting the bonnet, you’ll find an 84-litre space, which may be best suited for storing you charging cables.

You get three quality displays and lots of kit, but you need to spend a lot on options to get the car you want

Compared to other performance brands, Porsche has kept a similar thread throughout all its models – simple, easy to use and high quality.

It’s not a complex cabin to use, with the curved 16.8-inch display behind the steering wheel giving you all your major information, such as speed, power usage, efficiency and navigation if you use the in-built infotainment system. It’s really crisp, but some of it may be blocked by where you put your steering wheel. There’s also touch-sensitive panels either side for light and chassis controls.

You get a dual touchscreen setup in the middle, with the main infotainment screen at the top, while additional controls for the climate, boot and charge port openings, and shortcuts for the infotainment are on the lower screen.

The lower screen can be a little fiddly when you’re driving, but with nice haptic feedback when you press the controls, it could be worse. The main screen itself is pretty simple and the menus are fairly easy to navigate, but using Apple CarPlay and Android Auto is likely to be easiest for many to use.

Where the Taycan Cross Turismo does fall down, like most other Porsches, is that you need to fit a lot of options to get your ideal car. That includes the seats you want, the suede-like steering wheel, adaptive cruise control, exterior off-road design pack and fixed panoramic roof. That pushes up the price of the car considerably, so be prepared for adding £20,000 of options at least if you want to go extravagant with a more affordable 4 or 4S.

Higher-spec Turbo and Turbo S do get more equipment as standard, but you’ll be paying a lot more for the privilege.

All versions of the Taycan come with an 83.7kWh battery pack and with that you can do up to 297 miles on a full charge. That requires 3.5mi/kWh efficiency, but on a mixed route, we achieved 3.0mi/kWh – equivalent to around 250 miles on a charge – which isn’t bad. With more town driving you can get closer to the official figure.

You get the choice of four different power options, ranging from the entry-level ‘4’, up to the high performance Turbo. The lower-end 4 has 476hp, the 4S gets 571hp, while the Turbo develops 680hp. The top-end Turbo S makes 761hp, giving you a sub-3.0 second 0-60mph.

However, with that added performance you get less range, with the Turbo S having a max 285 miles off a full charge. The Turbo is a little better at 301 miles, while the 4 and 4S both offer a 304-mile range.

The 800V technology with the battery means you can charge at higher levels quicker. On DC charging you can replenish the battery at up to 270kW, while you can charge at 11kW on an AC current. That’s the same for all models, while you can add 22kW AC charging as an optional extra.

Being an EV, you don’t pay VED initially as there’s no tailpipe emissions produced. However, costing more than £40,000, you have to pay a charge after the first year to drive it on the road.

Tested by Euro NCAP in 2019, the Taycan scored five stars for safety – although there weren’t any outstanding scores over 90% in any test area. As standard, you get lane keep assist, collision and brake assist, and park assist with sensors and cameras. There’s not a vast amount of safety assists, but it’s enough.

The InnoDrive optional extra adds further kit that’ll provide a safer experience overall, but that costs north of £2,000.

You can have your Porsche installed with a tracker from the factory, although you will need to sign up to a subscription to keep it in use. You also get airbags throughout and an immobiliser.

Since its release in 2021, the Taycan hasn’t been the most reliable car as it’s had some recalls. One is for a wiring loom under the seats that can break when moving the seats, while lower trailing arms on the front suspension have been troublesome. There have also been issues with the rear axle and suspension, but the majority of these issues can be resolved with a visit to a registered garage.

The Taycan comes with a Porsche-standard three-year warranty, with a service interval of two years or 20,000 miles. The battery pack gets an eight-year/100,000-mile warranty, all in the aim of making your EV experience as smooth as possible.