Some cars you drive. Others, you experience. And then there’s the Porsche Taycan Sport Turismo, an electric station wagon that dares to blend family practicality with the sheer savagery of 952 horsepower. I took this sleek beast to the Dinkelberg hills, a winding network of B, roads and forest climbs near the Swiss border, where sheep outnumber people and the air smells like pine resin and silence. It’s the sort of place where a car has room to breathe, and so do you.
This wasn’t a typical test drive. The goal was to see how far the Taycan Sport Turismo has come, not just in specs, but in soul. Could this be a true Porsche at heart and a usable station wagon in practice? Can it still carry a mountain bike in the back without losing face at a track day? Let me take you through a story of acceleration, silence, tech obsession, and a deep respect for one of the most complete electric cars money can buy.
The Taycan Sport Turismo: Power Meets Practicality
The Sport Turismo sits between its two siblings, the off, road, ish Cross Turismo and the low, slung Taycan sedan. While the Taycan sedan is for the purists, the Sport Turismo is for the realists. It’s lower than the Cross, sleeker than a Panamera, and yes, you can actually fit a full, size bike in the back with the seats down. But let’s not kid ourselves, this is still a Porsche, and that means numbers matter.
A Wake, Up Call on the Winding Roads of Dinkelberg
Leaving the town of Schopfheim behind, I swung the Taycan Sport Turismo Turbo S out of the village and onto the climb into the Dinkelberg hills. The tarmac was still damp from a morning mist, the kind of road that normally makes you cautious. But in the Taycan, there was no drama, just grip. All, wheel drive, four, wheel torque vectoring, rear, axle steering, it reads like a spec sheet for a Le Mans prototype.
And then, I hit the “Push to Pass” button.
Porsche’s little motorsport, inspired addition gives you a 10, second boost of up to 70 extra kilowatts. In the Turbo S, that means a sudden jolt that feels like a bungee cord was just cut loose. The front of the car hunkers down, the horizon rushes toward you, and for a few glorious seconds, you forget this thing even has a rear cargo area. It’s absurdly quick. Quiet, too. All you hear is the faint electric whir, like a spaceship taking off in a vacuum.
On those tight corners of Dinkelberg’s Hochblauenstraße, the Taycan felt impossibly planted. The chassis hunkers down on adaptive air suspension that reads the road 1,000 times a second. Steering is surgical, and yet it has weight, there’s a tangible connection to the front tires even though there’s no combustion engine out front. This car talks to you in ways EVs usually don’t.
Charging Stops Turned into Coffee Breaks
On a longer drive, I made use of one of the 320 kW DC fast chargers just off the A98 near Rheinfelden. It’s here where the Taycan leaps ahead of most of the electric field. From 10% to 80% in just under 18 minutes, enough time to grab a flat white and check your emails.
The upgraded 800, volt architecture and improved battery thermal management meant that even after some spirited uphill runs, the Taycan didn’t throttle the charge speed. It stayed above 300 kW for over five minutes. That’s not just fast, that’s life, changing for anyone doing long, distance travel with an EV.
Range anxiety? Not here. Even in Turbo S form, the Taycan returned a real, world range close to 520 km on mixed roads, highway, mountain, and urban. Porsche’s revised cell chemistry and improved recuperation (now up to 400 kW) clearly show. In a more restrained drive mode, I believe you could even squeeze the WLTP 607 km out of it. If you’re patient.
Everyday Usability with Track, Car DNA
The biggest surprise? How usable it is. The Taycan doesn’t ride like a 700, horsepower monster. It glides. The three, chamber air suspension isolates you from poor road surfaces, but when needed, the chassis firms up like granite.
Driving modes range from Range to Normal, Sport, Sport Plus, and Individual. In Range mode, it even drops the suspension and decouples the front motor for more efficiency. In Sport Plus, it hunkers down, firms up, and the car morphs into something truly intense. I couldn’t help but grin every time I exited a roundabout.
Even the brakes, massive carbon ceramics on the Turbo S, felt progressive and easy to modulate. There’s a surprising amount of regen available without being intrusive. You still need the pedal in spirited driving, but everyday commutes? One, pedal potential is there.
Conclusion: This Is the Ultimate Electric All, Rounder
The Porsche Taycan Sport Turismo isn’t just a Taycan with a boot. It’s Porsche saying, “We can make a sports car for real life.” And somehow, it works. On the winding hills of Dinkelberg, it felt like a 911 with space for camping gear. On the autobahn, it felt like a Panamera on steroids. At the charging station, it beat the Tesla crowd without breaking a sweat.
Would I choose this over a Panamera? Absolutely. Over a Taycan sedan? Without hesitation. Because this car blends lunatic performance with genuine usability in a way no other EV does right now. It’s brutally fast, devastatingly beautiful, and practical enough for a bike trip into the Black Forest.
It’s not cheap. But for those who can afford it, the Taycan Sport Turismo is the first EV that might actually replace the sports car and the wagon in your garage.
How fast is the charging of Taycan Sport Turismo?
Up to 320 kW DC, meaning 10, 80% in just 18 minutes under ideal conditions.
Is it better than the Taycan Cross Turismo for cyclists?
If you prioritize on, road handling and elegance over mild off, road ability, yes. The Sport Turismo is lower and sharper to drive.
Can Taycan Cross Turismo be used for daily commuting?
Yes. The ride comfort, cabin insulation, and intuitive controls make it easy to use daily, even in urban traffic.
