September 26, 2022
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Our team was completely blown off when we realized that we had discovered that the Porshe Taycan was the third highest-selling electric vehicle in the US, just after that of the Tesla Model 3 and the MG ZS EV in the year prior.

It indicates that top EVs are in the market and are being taken over by consumers and the conquest of “legacy” internal combustion brands. Porsche has several brand new EV as well as hybrid vehicles on the way which means it’s likely to continue to grow from here.

We’ve been chatting with our friends to take a spin in the 2022 Porsche Taycan Turbo Cross Turismo for a long time and finally got the opportunity to take the steering wheel of the German missile.

What is the price of this Porsche Taycan Turbo Cross Turismo cost?

Taycan Cross Turismo range Taycan Cross Turismo range kicks off with the Taycan 4 Cross Turismo that is priced starting at $176,600, including on-road expenses.

The next step up this ladder would be The Taycan 4S Cross Turismo, which costs from $205,300, including on-roads and lastly, this is the one we tested that is that of the Taycan Turbo Cross Turismo priced at $279,000, before taxes and the roads.

There are 17 colors to choose from, and the majority are available for free. You can also tip money into colour to match premium and match colours that are priced differently.

What are you going to get?

Taycan 4 Cross Turismo highlights:

  • 10.9-inch touchscreen infotainment device
  • Satellite navigation
  • Apple CarPlay (wireless) and Android Auto (wired)
  • Head-up display
  • DAB+ digital radio
  • Digital instrument cluster
  • Adaptive air suspension
  • Control of the cruise with adaptive features and help with traffic jams
  • Four-piston, six-piston back cast-iron brakes
  • Power steering and
  • Monitoring the pressure of the tyre
  • LED headlights
  • Auto headlights
  • Dual-zone climate control
  • Sound system with 10 speakers
  • Power tailgate
  • Interior leather with a partial layer
  • Leather-wrapped steering wheel heated

Taycan 4S Cross Turismo adds:

  • 20-inch alloy wheels
  • 14-way front seat with power
  • 14-speaker audio system
  • Front seats that are heated and ventilated

Taycan Turbo Cross Turismo adds:

  • Front brakes with 10 piston, rear four-piston PCSB brakes
  • Matrix LED headlights w/ Porsche Dynamic Lighting Plus
  • Four-zone climate control
  • Heated rear seats
  • Porsche Dynamic Chassis Control
  • Interior leather with full-length zipper
  • Steel pedals made of stainless steel

Does this Porsche Taycan Turbo Cross Turismo secure?

Although the Porsche Taycan isn’t yet equipped with an ANCAP safety rating in the local ANCAP as of yet however, it scored 5 stars during crash tests carried out by Euro NCAP

Taycan returned 85 per cent for protection of road users. Taycan returned 85 percent to protect adult occupants and 83 percent to protect children’s occupants. 70% to protect vulnerable road users and 73 percent for safety assistance.

Automatic emergency braking and lane-keeping assistance as well as blind-spot monitoring are standard features, along with the adaptive cruise control.

What’s this Porsche Taycan Turbo Cross Turismo as an insider’s view?

The Taycan is focused on Porsche making use of its technological strength. From the charging platform to the addition of informational displays in the cabin. Porsche intended for the Taycan to set the stage for future technology within other models in its offerings.

It’s not a surprise once you’ve stepped into the car, there are a myriad of display options to keep passengers and the driver entertained.

The center tunnel is situated high, allowing quick acces to the display below and the infotainment center screen is situated above it, and offers only controls that are touch-sensitive. If you go at the interior, you will see no physical buttons or dials . majority of the infotainment and climate controls are operated by a touchscreen with a description.

This includes the air vents There is no manual operation The vents are driven via the main display.

Before I go into the technical aspects, it’s worth noting the space within the cabin. One of the greatest advantages of EVs is that the batteries and motors can be hidden to make more room in the cabin, with more storage space.

Since it is a “wagon” and a ‘wagon’, the Cross Turismo should benefit the most from this. However, the Taycan (and as a result, it’s Cross Turismo) is let down from a packaging point perspective. The boot is quite shallow and only has a limited height for storage (total capacity in the range of 405 litres with the second row in place, and 1117 litres when the second row is folded) The door sills are hefty and provide less space to move feet into the cabin.

There’s also a small knee space on the 2nd row. It’s quite cramped, and despite the massive dimensions exterior, it’s not able to translate to the interior.

Let’s set those negatives aside for a moment before we take a look around the interior.

The moment you step into the driver’s seat feels like getting into an auto. This Cross Turismo sits 30mm higher than the standard Taycan and while some may feel the regular Taycan is difficult to slip into and out of, this Cross Turismo feels much more comfortable. The off-road appearance package which raises the height more to make it easier to enter the cabin.

Once you’re in the seat, the cabin expands and all the crucial controls in the reach of the driver.

The central 10.9-inch touchscreen is operated by touch and has Wireless Apple CarPlay and wired Android Auto. These are both great features, however it’s somewhat frustrating that you have to spend extra money for wireless charging for your phone – you will eventually plug in your phone regardless due to the additional battery drain that comes with of wireless mirroring.

It’s a user-friendly infotainment device that comes with an embedded SIM to allow remote connectivity, which lets you monitor charges and set rates for charge, as well as programming cabin temperature as well as remotely locking and unlocking the vehicle.

Our test car was outfitted with the second-passenger display, which offers specific infotainment features in front of that of the driver. It’s pretty cool but it’s actually an unintentional illusion. The main infotainment screen is in the easy reach of the front passenger and the additional screen is likely to drain more battery instead of dramatically altering the experience for users.

The storage space in the first row of seats is restricted in the front row. There are two cup holders as well as an open console, but I could not find a place to put something like my case for sunglasses. It would not fit in either the cups or the center console, so it needed to be put into the doorway to close the glovebox.

The driver’s right-hand side is an amazing curve-shaped display, which measures nearly 17 inches wide. When you look at it from the bottom to top, you can clearly discern the curve at the middle. It’s one of the most effective integrations of a driver’s display we’ve ever seen. It’s quite impressive.

It has shortcut buttons that are located on either side of the display to control things like headlights or the traction control. The display itself is able to be customized in a range options to alter the information displayed in front of the driver. It’s an amazing integration and we hope it will be rolled across others Porsche model in the near near future.

The second row effectively an all-four-seat arrangement due to the high that the seat in middle is. Although you can technically put someone in there but it won’t be very comfortable, and the rise of the central section could bring their head closer to their roof.

Turbo models have heated seating for two outboard rows of seats. The temperature and heating controls for the seats are controlled by a screen between the two seats outboard.

If you’re carrying children There will be 2 ISOFIX spots on exterior of the seats, and top-tethering points to keep everyone secured.

What’s underneath the bonnet?

The Porsche Taycan Cross Turismo comes with an all-electric, dual-motor powertrain , and an 93.4kWh battery pack.

In the brand new basic Taycan 4 it makes 350 kW in power as well as 500Nm of torque. This is great for an estimated distance of 437 km.

In the 4S, it produces 442 kW of power, and the maximum power is 700Nm in torque.

The Turbo puts out 500 kW in power, and the Turbo produces 850Nm in torque. Its claimed range is 452km in the WLTP test cycle of the Turbo and 4S.

On the charge front, On the charging front, the Taycan platform is able to charge at 800V and an assortment of three- and single-phase AC charging. In its standard trim, it can deliver up to 11kW of charge on AC however, an additional three-phase 22kW charger is chosen to increase the capacity of charging.

DC charging takes place at 800V, and the highest power is 262kW, and an average of 197kW in an average charge cycle. This is quite impressive when compared with other fast-charge-capable EVs that are available.

Porsche also has fitted the Taycan with charging ports for both sides of the car in the quarter-panel on its front. One side is to AC as well as DC charging and the other side can only be able to handle AC charging.

Similar to other cars with chargers on from the sides of the vehicle, it might be difficult to get to the charger port of chargers with smaller DC cords.

What juice does it consume? The official estimate is 28.7kWh/100km and on our test, we got just more than 25kWh/100km.

What is it work? Does Porsche Taycan Turbo Cross Turismo run?

I’ve driven many EVs previously however this Taycan is one of the few EV I’ve experienced that is nearly the same (minus an engine’s rumble) to its internal combustion counterparts and can be driven around even at low speed.

It is the Panamera is equipped with the same characteristics of low-speed as the Taycan that is a great thing and it makes it feel like an unintentionally distant step from driving a similarly sprightly Porsche car.

Contrary to most EVs available The Taycan utilizes a two-speed gearbox. Although you won’t be able to tell it’s performing any action most of the time, you’ll be aware of it if you push the throttle with force in lower settings. It’s like a brief slowing of the torque delivery as it shifts to the next gear.

This setup is designed to accommodate for insanely quick acceleration starting from a standing starting point, and also insane rapid acceleration in higher speeds. Aren’t all electric vehicles that don’t have two-speed gearboxes do this already? Not quite.

Take a swift Tesla and slam the throttle at 100km/h, and it’s more like a gentle breeze on the face compared to the sting in the face that you feel when you push the throttle from a standing position.

Porsche sought to offer fast acceleration even at greater speeds yet still allow for fast acceleration at slower speeds. The two-speed gearbox accomplishes this. The gears are changed in a variable range of 20km/h to 100km/h, the smooth shift isn’t noticeable until you force the throttle after it has already changed through the different gears.

This means you can achieve sufficient performance even at lower speeds and a stunning speed at greater speeds, without being able to maintain that efficiency.

It’s clear that when you are sucked in it. The acceleration you experience at lower speeds is amazing and is the same for most EVs but it takes it to the next level when you speed up. Based on the mode of drive you’re in, the vehicle will alter the speed in which it applies torque.

The more sharp you set the dial, the more it is to force you back into the seat.

Porsche has adopted an entirely different approach to braking in comparison to other EVs that are available. While the majority of EVs are equipped with an advanced regenerative braking system that slows the car down, or even bring it to a complete standstill, Porsche does all of this via the pedal for brakes.

When you press the brake pedal, you force it into a brake zone, and then it will only utilize mechanical brakes up to the limit of the car’s regeneration capabilities. The capabilities are impressive. It can recoup about 270kW at maximum regeneration, when compared to about 80kW on the Tesla Model 3.

It’s a good thing that you’re not using the mechanical brakes . the mechanical brakes are massive too, measuring at 415mm, with 10-piston calipers, as well as ceramic coatings in the front of the axle. In terms of performance, it’s an logical method of doing things however, I’ve gotten used to the active regen mode which brings cars to total stop, something that you cannot programme the Taycan to perform.

As a wagon for a wagon, the Turbo Cross Turismo handles like an automobile that is half its size. It’s huge with a weight of about 2200 kg in tare, yet it doesn’t feel large when you’re behind the wheel. You’ll be able to keep your foot in the lane out of corners and the electronic systems are great at evenly dispersing the torque between the sides and axles of the vehicle.

The huge 245/285mm rubber is able to keep it fixed on the road thanks to the low center of gravity due to the weighty as well as low-set batteries. The steering feel is spot on and the body has a flat surface due to the adaptive damping system and height-adjustable suspension which reduces when in Sport mode, and has with a suspension with an active anti-roll setup of 48V.

You can rip around a curve and be assured that it will stay stuck on the road. It’s also fun when all the safety features are turned off. It can send different amounts of torque to the rear axle in order to provide a thrilling driving experience as with the other Porsche products.

Within and outside of the city Porsche has made the journey extremely comfortable even though it is riding on huge alloy wheels that are that are fitted to our test vehicle. It can handle corrugations and speed bumps with ease and makes getting into and out of the city easy.

How much will the Porsche Taycan Turbo Cross Turismo cost to operate?

The Porsche Taycan Cross Turismo comes covered by an 3-year and unlimited-kilometre guarantee. It’s not a great warranty coverage considering that the majority of the premium brands have changed to provide more that three-year warranty.

Maintenance is recommended each year or every 15,000km, or whichever comes first.

The buyer can prepay for three years, four or five years of service costing $2995$4495 and $5495 for each. The costs for servicing are surprisingly excessive considering the amount of work completed during a routine maintenance of electric vehicles.

CarExpert’s Take on the Porsche Taycan Turbo Cross Turismo

There’s no doubt it that it’s the Porsche Taycan can’t be an ordinary electric vehicle. It’s a beautiful, comfortable and performs like a combustion-powered Porsche. It’s a comfortable car for city driving and a thumping speed when you really want be a part of it.

Although you can see the inefficiency as a disadvantage however, you can consider it a similar to any other internal combustion Porsche that is always tuned towards efficiency over performance especially in top-end Turbo trims.

What do you think about buying one? If you’re a dyed-in wool Porsche driver it’s an obvious choice. If you’re a consumer of a different company and wish to change to an electric car but you don’t want to be only an additional Tesla driver, this is definitely worthwhile to think about it.

I’m looking forward to this next version of Taycan and the Taycan X, in which Porsche will demonstrate how it will adapt to the lessons learned from its very first EV platform. It’s an exciting time for Porsche and all EVs.

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