Fast Middle – Automated Income

We wrote it before, but it still applies: The only electric suit on the market comes from a Porsche. Ironically, the Zuffenhausen manufacturer, known for its sports cars, with its six-cylinder boxer engines and promise to keep the combustion engine alive for a while, is building an all-electric family wagon. But Porsche also stands for other values, as the communications department never tires of emphasizing – and these values ​​can also be applied to electric cars.

Let’s start with those values ​​that marketing does not necessarily prefer to discuss. There are an absurd number of variants out there now for the 911, the Cayenne and the Panamera. The Taycan is also well on its way to following this tradition: the series already includes six engines and three types of chassis. We tested the GTS Sport Turismo. GTS stands for positioning between 4S and Turbo, while Sport Turismo is Porsche’s term for a station wagon. In terms of price, that means 160,100 francs owed for the GTS Sport Turismo, 31,000 francs more than the 4S and 24,900 francs less than the Turbo. We also take the middle ground in terms of the price of the body variant: the sedan is 1,200 francs cheaper, the Cross Turismo 500 francs more expensive – although there is no GTS than this. As usual, the list of options is open, so the price of our test car came to 191,840 francs.

There is an all-wheel drive system with 440 kW (598 hp) and 850 Nm of torque. Here, too, the GTS takes the middle ground, the 4S generates 20 kW (27 hp) and 200 Nm less, the turbo 60 kW (82 hp) more. The Performance Battery Plus has a net capacity of 83.7 kWh and offers a range of 504 kilometres. The maximum speed is 250 km / h.

Nothing for the phobia of touch screens

So much for prime numbers. However, theory alone does not make a car, and certainly not a Porsche. True impressions are of greater importance, and the first impression is of high quality. While there was still little praise for the materials and workmanship of the first Taycan models, things now seem to have progressed at the factory in Zuffenhausen, which was built specifically for Taycan production. Yes, there is still an inappropriate amount of plastic inside, much more than there was in the 911, for example. But the workmanship and type of plastic are compelling, there is nothing wrong with the touches, and the decorative seams are neatly sewn. The steering wheel, seats and door panels of the Alcantara prototype are covered in the GTS, and everything is stitched with red stitching to match the crimson red exterior.

The dominant element in the interior of the Taycan is the screen – or there are screens, because there are countless such screens. The Taycan is an absolute nightmare for all the touch enthusiast drivers who prefer to keep real buttons in their hand. The Taycan is electric and digital, and this operating concept also proves: everything is controlled via touch screens. everybody. Even the direction in which the nozzles should blow fresh air. There is also a center screen in the front of the instrument panel, another in the center console, one for the rear seats and optionally a separate screen for the front passenger. In addition, of course, the instrument cluster is completely digital and beautifully frameless, but it is subject to reversal behind the wheel.

The Sport Turismo’s high roofline offers five centimeters more space in the rear seats, so that two adults can now comfortably fit two adults. A third belt is available as an option so that the middle seat can also be used. Or it could, because the discomfort is favorably expressed by the minimal space between the seats and behind the center console. On the other hand, the stem is cream. Up to 1,212 liters are available with the rear seat folded down, and the tailgate that extends slightly forward in shooting brake style still costs a few liters of loading volume. But there’s another 84 liters under the front hood – or space for a charging cable.

Planned loading

Speaking of charging: All Taycans can be recharged at up to 270 kW, so ideally, the battery is 80 percent full again after 23 minutes in the socket. Testing showed that the battery could maintain a charging capacity of 270 kW over a relatively long period of time – provided the charging stop was planned in advance. Only then will the battery be pre-adapted and optimally processed. As far as route planning and charging stops are concerned, the Porsche system is currently one of the best on the market – along with Mercedes’ system, perhaps. With a consumption of 30.1 kWh / 100 km, as we determined in the average test, one battery charge is clearly not enough for the promised 504 km range. On the economy standard lap, the consumption, of course, was much lower: 22.9 kWh / 100 km (corresponding to a range of 360 km). But then the throttle can not be touched.

And who wants to hit the gas pedal lightly when sitting in a GTS? Because the car drives really well. Just like the GTS. With the large electric Taycan turbo on the rear axle and the small 4S motor at the front, the developers evoked the GTS’ extremely agile driving behavior. Unlike the Turbo or 4S, it doesn’t ride like it’s on the rails, but it does tend to overdrive with a similarly ambitious driving style before the ESP gets the rear back on track. That playful pace – which brings us back to the brands mentioned at the beginning – is one of the hallmarks of the GTS. The chassis tuning is also harder and more direct than the turbo and conveys a sporty driving experience. But none of this can hide the fact that the car weighs at least 2.4 tons. All praise for its agility and maneuverability are all relative. Because the Taycan is relatively heavy.

Oh yeah – and relatively quickly, too. It is assumed that it will take 3.7 seconds to reach a speed of 100 km / h from a standing position. But in the world of electronics, this will soon become just a good average.

test result

Overall score 78/100

to cut

Rating: 4.5 out of 5.

Incredibly fast – with the Porsche Taycan GTS Sport Turismo, the boundaries between a sports car and a station wagon are blurred. The power consumption and therefore the range also decreases accordingly.

landing gear

Rating: 4 out of 5.

The direct steering and chassis tuning of the GTS are convincing. The difference between rest and sport is typical.

inner space

Rating: 4 out of 5.

Typical GTS features like the Alcantara and decorative stitching are beautifully designed. As a Sport Turismo, the Taycan offers enough space for four people plus luggage.


Rating: 4 out of 5.

The brakes bite hard and the safety systems are all in place. With assistants, the competition is already ahead in some cases.


Rating: 3.5 out of 5.

The Taycan GTS carries a proud price tag. Anyone who chooses a product of the German upper class – regardless of the manufacturer – is well aware of this.


The GTS was once insider advice for experts, but now it’s a staple in the model range. But this does not reduce its quality. In the Sport Turismo Edition, the Taycan also offers amazing storage space – more than just a weekend getaway for two.

Our technical data and measured values ​​for this model can be found in the print version and in the electronic sheet of AUTOMOBIL REVUE.

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