Porsche has added a new flavor to the Taycan mix, its first all-electric vehicle. And it’s essentially a wagon with a European name: the Cross Turisimo. Just as the brand built around famed high-performance sports cars defied the marketplace and purists with the Cayenne and Macan, the thoroughbreds of SUVs, now it’s putting Porsche alongside the words “electric” and “wagon.”

The Cross Turismo is essentially the same vehicle as the Taycan but with some unique body panels, a longer roof and more interior and cargo space. The Cross Turismo packs electric powertrains that range from the entry-level 469-hp S and 562-hp 4S up to the 616-hp Turbo and 750-hp Turbo S variants. Unlike the sedan, the Cross Turismo is available only with all-wheel drive and the Taycan’s larger battery pack.

We’ve collected some early reviews.

“Acceleration in the Porsche Taycan 4 Cross Turismo is silky smooth and flawless, from zero to 60 mph in 4.8 seconds and with a top speed of 136 mph. The regenerative brakes grab hard and do wonders to regain battery life; the steering and balance of the car are dialed in as well as anything else from Porsche. Don’t believe what dudes in parking lots tell you about how driving electric cars is dull. (The fact that they haven’t actually driven this car doesn’t stop them from bludgeoning anyone nearby with their opinion, does it?) The Porsche 4 Taycan Cross Turismo offers instant driving engagement and thrilling performance at any speed.

“Here’s the thing: A week after trying that base model of the Cross Turismo, I drove the Taycan Turbo Cross Turismo, which is a faster (zero to 60 mph in 3.1 seconds) and bossier variant in the Cross Turismo line. (The bossiest is the $187,600 Taycan Turbo S Cross Turismo.) As you’ll recall, Porsche has decided to use the label ‘Turbo’ to denote the most expensive versions of any of its cars, regardless of whether the vehicle actually carries a turbocharger. Don’t be fooled; this is a case of words-don’t-mean-anything marketing. No electric car has need for a turbocharger hidden among its batteries.”

— Hannah Elliott, Bloomberg

“With only small mechanical changes between sedan and wagon, it’s unsurprising the new Taycan Turbo Cross Turismo feels much the same around town as the sedan version. With its 616 hp (which creeps up to 670 horses when you use launch control) and 626 lb-ft, the wagon’s power is — to crib from the Taycan’s largest rival — ludicrous.

“The Taycan Turbo Cross Turismo explodes forward when you breathe on the throttle, at a pace few other station wagons — let alone sports cars — can match. And there’s a quicker version. Porsche says the Taycan Turbo Cross Turismo will accelerate from 0 to 60 mph in 3.1 seconds and cover the quarter mile in 11.1; the company says the Turbo S version will do the deeds in 2.7 and 10.7 seconds, respectively. What’s more, we expect Porsche’s estimates are conservative, based on our previous test numbers for a Taycan Turbo S sedan.

“Although the Porsche Taycan Turbo Cross Turismo captures the sedan’s same explosive performance, there are some differences due to the suspension changes. The Cross Turismo’s 0.8-inch lift in its default ride height may be small, but it’s certainly noticeable. Around town in Normal mode, it feels ever so slightly flintier than the sedan does, as the air springs add ride height by inflating an airbag. This makes for a firmer suspension and a stiffer, less forgiving experience.

“The suspension adjustments also negatively impact the otherwise fantastic ride and handling balance. Like a Dyson vacuum, a normal Taycan Turbo sucks itself down to the road, whereas the Taycan Turbo Cross Turismo in both Normal and Sport modes feels a bit more SUV-ish, with just a hint of lean and body roll. Thankfully, Sport Plus and Range modes seem to put its suspension back in its sweet spot, delivering the quick turn-in and planted feel you’d expect from a Taycan.”

— Christian Seabaugh, MotorTrend

“The Porsche Communication Management infotainment is the same here as it is in any other modern P-car — beautiful graphics and adequate usability — and the optional Burmester 3D audio system kicks out even streaming audio with impressive clarity. An optional passenger-side touchscreen was a neat touch that went entirely unused in my solo drive, but it would allow a copilot to select destinations, provide DJ services, and otherwise assist the driver with trivialities. Seat comfort in both front positions is first-rate, even in the base 14-way power chairs found in this example. Optional 18-way adaptive sport seats would likely be even better.”

— Brett T. Evans, Motor1.com

“We expect the Cross Turismo model to weigh just slightly more than the over-5000-pound Turbo S sedan. But any difference between how the two body types handle was undetectable on our short drive. The Taycan, unlike many other electrics, isn’t imbued with the type of strong regenerative braking when lifting off the throttle that allows for one-pedal operation. Porsche wanted the Taycan to feel much like its other models, which means using the brake pedal to engage the regen function and the very capable friction brakes.

“The substance of the Turbo S model’s awesomeness centers on its two electric motors — one at the front axle and one just behind the rear axle. Filling the space between them is a tray holding 396 battery cells delivering electric current at 800 volts. In normal operation, that’s good for 616 horsepower, but activate the overboost feature with launch control engaged and the output briefly jumps to 750 horses. Torque is simply astonishing, with 774 pound-feet present in overboost from the moment the motors start turning. From our previous testing experience, the Taycan Turbo S sedan warps to 60 mph in 2.4 seconds and obliterates the quarter-mile in 10.5 seconds at 130 mph. A small reduction to the Turbo S sedan’s 192-mile EPA-rated range is expected.”

— John Pearley Huffman, Car and Driver

“On the road, the best thing about the Cross Turismo is that it drives just like the Taycan sedan. Even with its taller stance, the CT’s super-low center of gravity means it’s stable and planted at highway speeds, and it’s happy to hustle through sweeping corners on winding backroads without much drama. Options like rear-axle steering and Porsche’s Dynamic Chassis Control add to the Cross Turismo’s fantastic agility, and you can get expensive ceramic composite brakes if you plan to do a lot of spirited driving. Speaking of brakes, I’d be remiss not to complain about the Taycan’s lack of a strong regenerative braking mode, simply because I’m the kind of person who loves one-pedal EV driving. But hey, you do you.

“When it comes time to Cross some Turismo, the Taycan wagon is definitely better suited to rugged driving, but not by much. Even with the increased ride height, the CT still sits lower to the ground than most compact crossovers, and though all-season tires are available with some wheels, examples like my test car have summer rubber. Even so, at least you won’t clench your teeth (and butt) while approaching steep driveways. The ride quality on broken pavement and dirt roads is noticeably better, too.”

— Steven Ewing, Roadshow by CNET