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Porsche's lifted EV wagon trades some of the Taycan's handling purity for greater versatility.

The last time we drove the Porsche Taycan Cross Turismo 4S was over the tough terrain of Colorado's Ophir Pass. Yet while that outing revealed Porsche's off-road-oriented wagon to be a capable all-terrain EV, at least when equipped with 19-inch wheels wrapped with Falken Wildpeak AT tires, we failed to put it through its paces on paved roads. Now we have, though the powers that be only had a 2021 model on hand for us to test, despite a handful of updates coming to the 2022 version.

Still, our test car is mechanically the same as its 2022 analog. For the new model year, the Taycan's changes include an expanded color palette, the addition of a remote parking option, refinements to the battery pack's thermal management system to better prep it for fast-charging, and enhancements to the infotainment system's voice control functions and on-screen menu display. Android Auto connectivity also joins the existing Apple CarPlay compatibility.

HIGHS: Impressive acceleration, recharges quickly, more cargo space and rear headroom than the sedan.

The 2022 model's infotainment upgrades alone are reason enough to choose it over last year's car. But the updated setup's user experience will almost certainly still leave us wanting, as this Porsche's touchscreen-heavy operation brings a needless layer of complexity. Just as an example, certain basic operations that historically have been handled just fine by tactile buttons and switches, such as positioning the front air vents and adjusting the climate control, are now screen-based tasks.

Overlook these ergonomic quirks and the Taycan Cross Turismo 4S's straight-line acceleration impresses. Its dual-motor all-wheel-drive powertrain produces a combined 562 horsepower with launch control engaged (482 horses otherwise). Aided by a rear two-speed transmission that remains rather unique in the EV space, that output is sufficient to vault this 5197-pound Porsche to 60 mph in 3.5 seconds and through the quarter in 11.8 seconds at 121 mph—only a smidge behind the equally powerful and 69-pound lighter 2020 Taycan 4S sedan we previously tested.

However, the Taycan Cross Turismo 4S's lateral grip and braking distances fell notably behind those of its sedan counterpart. Although the wagon's extra weight and 1.2 inches of additional ride height surely impacted its adhesion, its staggered 20-inch Michelin Pilot Sport 4 summer tires were likely the biggest contributors to our test car's middling 0.88-g skidpad orbit and 161-foot stop from 70 mph. In contrast, the aforementioned Taycan 4S sedan with its staggered 21-inch Pirelli P Zero summer tires (which, it must be said, are also available on the Cross Turismo 4S) pulled 1.03 g's and came to a halt from 70 mph in 147 feet. Subjectively, this difference manifests in the higher-riding 20-inch-shod wagon's tendency to understeer through turns, though the small-diameter steering wheel does provide plentiful feedback on how well the front tires are holding on to the road.

Like all Taycans, the Cross Turismo's left pedal modulates the bulk of its regenerative braking—push harder and the friction brakes take over. While the Taycan Cross Turismo 4S comes standard with six-piston front and four-piston rear calipers that clamp down on 14.2-inch front and 14.1-inch rear rotors, our test car included $3490 worth of fade- and dust-resistant tungsten-carbide-coated discs, which measure 16.1 and 14.4 inches front and rear, respectively. Going a step further, buyers can spec even bigger carbon-ceramic stoppers, provided they aren't fazed by the $9080 upcharge.

LOWS: Still-snug rear seat, touchscreen overload, not as good to drive as the sedan.

Given the wagon's additional cargo capacity relative to the sedan, we wager that the majority of Taycan Cross Turismos will spend more time commuting around suburbia than clipping apexes. With all its seats in place, the Taycan Cross Turismo 4S's cargo hold swallows six carry-on-size boxes, with that figure jumping to 18 with the rear seatbacks folded down. The Taycan 4S sedan, on the other hand, fits a mere four carry-on suitcases in its trunk and 13 with its rear seatbacks down. Regardless of body style, the Taycan's frunk is good for an additional carry-on. What's more, the wagon's longroof shape also nets the Taycan Cross Turismo an additional 3.6 inches of rear headroom versus the sedan, which helps its aft quarters to feel much less claustrophobic than those of the regular car's.

The Cross Turismo's additional cargo and cabin space does come with a penalty, namely to the car's range. Whereas a 2021 Taycan 4S sedan with its optional 83.7-kWh battery pack earns an EPA-estimated range of 227 miles, the Cross Turismo 4S, which comes standard with that larger battery, is good for only 215 miles on a charge. Our test car, however, beat the EPA's figure by 25 miles on our 75-mph highway test. At 240 miles, the Taycan Cross Turismo 4S's range matched that of an Audi RS e-tron GT but fell far short of the 410 miles we saw from a Lucid Air Grand Touring. Nevertheless, the Taycan's 800-volt electrical architecture bestows it with quick charging times, with one driver reporting that a DC fast-charger took the wagon's battery pack from 4 to 80 percent in just 19 minutes.

Now that we've experienced the Taycan Cross Turismo 4S in a range of environments, we remain awestruck by this lifted wagon's off-road capabilities, though a little less impressed with its lack of behind-the-wheel magic that so defines the lower and lighter sedan. Overall, the Taycan Cross Turismo 4S's dynamics endow it with enough verve to satisfy less discerning consumers with the means to afford its $111,650 base price, which carries over from the 2021 model year. Its more generous cargo area and additional rear headroom also make the Cross Turismo vastly more functional than its lower-slung sibling. For those willing to sacrifice a little of the Taycan's dynamic fidelity for greater versatility, or who are simply taken by the wagon's longroof proportions, the Cross Turismo 4S occupies a compelling spot in Porsche's EV lineup.

2021 Porsche Taycan Cross Turismo 4S Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon

PRICE Base/As Tested: $111,650/$136,370 Options: Technology Package, $4940; Tungsten-Carbide Coated Brakes with White calipers, $3490; 20-inch Turbo Design Wheels $2770; LED Matrix Headlights, $1970; Porsche InnoDrive w/Adaptive Cruise and Lane Keeping, $1570; 14-way power front seats w/memory, $1510; Aluminum Rhombus interior trim, $1450; Bose Surround Sound, $1200; Surround view camera system, $1200; Ventilated front seats, $850, Dolomite Silver Metallic paint, $800; Slate Grey seat belts, $660; Dark Silver interior accents, $650; Electric Sport Sound, $500; Rear 2+1 seats, $480; Ionizer, $350; Power folding mirrors, $330

POWERTRAIN Front Motor: permanent-magnet synchronous AC Rear Motor: permanent-magnet synchronous AC Combined Power: 562 hp Combined Torque: 479 lb-ft Battery Pack: liquid-cooled lithium-ion, 83.7 kWh Onboard Charger: 11.0 kW Transmissions, F/R: direct-drive/2-speed automatic

CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 16.1-in vented disc/14.4-in vented disc Tires: Michelin Pilot Sport 4 F: 245/45R-20 103Y Extra Load NF0 R: 285/40R-20 108Y Extra Load NF0

DIMENSIONS Wheelbase: 114.3 in Length: 195.8 in Width: 77.4 in Height: 55.5 in Passenger Volume: 93 ft3 Cargo Volume, F/R: 3/16 ft3 Curb Weight: 5197 lb

C/D TEST RESULTS 60 mph: 3.5 sec 100 mph: 8.1 sec 1/4-Mile: 11.8 sec @ 121 mph 130 mph: 13.7 sec 150 mph: 20.7 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 4.0 sec Top Gear, 30–50 mph: 1.7 sec Top Gear, 50–70 mph: 2.1 sec Top Speed (gov): 153 mph Braking, 70–0 mph: 161 ft Braking, 100–0 mph: 324 ft Roadholding, 300-ft Skidpad: 0.88 g

C/D FUEL ECONOMY 75-mph Highway Range: 240 mi

EPA FUEL ECONOMY Combined/City/Highway: 75/75/75 MPGe Range: 215 mi