This 729-horsepower luxury UV doesn't give up on driving fun in its quest for PHEV efficiency.
The Cayenne, the SUV that Porsche loyalists once said would kill the brand, is not only the company's best-selling SUV – the golden goose that holds the company's coffers to fund an ever-improving portfolio of sports cars – but continues to evolve into paradoxical new dimensions of poise and performance which is astonishing.
The Cayenne has always managed to bring both worlds together, offering an engaging drive and everyday capabilities that many small SUVs can't deliver. Previous plug-in Hybrid and later E-Hybrid models began to show that Porsche was addressing one missing piece of the puzzle: savings.
With this new E-Hybrid model for 2024, which offers a much wider range than before, savings are finally key. Meanwhile, its improved suspension system offers greater comfort but features like rear-wheel steering and torque vectoring create an SUV that handles better than anything else this size. And there is also quite a lot of power, namely 729 horsepower. Let's dig into the details.
2024 Porsche Cayenne Turbo E-Hybrid Coupe Quick Stats
Twin-Turbocharged 4.0 liter V8 Hybrid Engine
Single Permanent Magnet Synchronous Motor
Output 729 Horsepower / 700 Pound-Feet
Eight-Speed Automatic Transmission
Base price $99,100 + $1,650 Destination
As Tested Price $199,080
Name Is Key
The new Cayenne E-Hybrid Turbo offers 729 hp and 700 pound-feet of torque when its V8 and electric motor are at full throttle. Even the smaller Cayenne S E-Hybrid offers 512 hp and 553 lb-ft of torque. These are big numbers for an SUV of any color but for something capable of going around 50 miles without using up a drop of gas? It was incredible.
In the E-Hybrid Turbo, you get Porsche's tried-and-true turbocharged 4.0-liter V8 with a nearly square 591 hp and 590 lb-ft of torque before the battery is used. For the Cayenne S E-Hybrid, it's the 3.0 that Porsche also ranks well. -liter V6, producing 348 hp and 368 lb-ft of its own.
That kind of range is offered by the new 25.9-kilowatt-hour battery pack. That's up almost 50 percent compared to the old E-Hybrid's 17.9 kWh. This new battery is paired with an overall more sophisticated electrical system with a few other tricks, such as being able to suck back 88 kilowatts from the electric motor in braking regeneration. More on that later.
Those kilowatts come from a new 174 hp electric motor sandwiched between an internal combustion engine and an eight-speed automatic transmission. Its placement means the motor can increase engine torque to produce maximum output. Alternatively, he can drive the car himself with full access to every gear. That means you can go up to 84 mph on the highway without starting the engine. Again, amazing.
Smooth is Fast
When I got into the new plug-in Cayennes, Porsche started by handing me the keys to the top-of-the-line Turbo E-Hybrid Coupe. The fastback feel of this SUV only gives up 2.5 cubic feet of storage space (down from 25.8 to 23.3) in exchange for a sharper look that's enhanced by some classic red PORSCHE graphics on the sides – graphics I'll admit feel a bit out of place. until I later realized how fast it was.
The day started in terrible city traffic as we made our way through the morning rush hour in Barcelona. The drivers here are not as polite as the drivers in Rome, but they are also impatient with foreigners who are not entirely sure which lane to take when turning. I was repeatedly mobbed by swarms of buzzing two-stroke scooters, which made me grateful for all of the Cayenne's standard Park Assist ultrasonic sensors, each of which beeped to warn me of any stealth overtaking.
But as I navigated traffic and finally made it out onto the highway, I was also impressed by how smooth the new Cayenne's powertrain was. I was cruising at 120 kilometers per hour (75 miles per hour) before I realized I still hadn't fired the V8.
When the engine revs as it passes someone, the switch from EV to hybrid is so smooth I still can't tell the difference. I had to switch the digital gauge cluster to display the tachometer to be sure. When I purposely cycled back and forth from pure electric to hybrid, there was no interruption and almost no sound.
In its comfort setting, the suspension only amplifies that. Although the roads in this part of Spain are generally smooth, neither the split joints in the road nor the odd bit of asphalt caused any commotion in the cabin. The experience is serene and serene.
Now I know what you're thinking: This doesn't sound like a sports SUV. My goal that morning was to prove the greatness of its performance.
Track Time
Past the traffic and up into the mountains north of Barcelona brought me to a beautiful hidden race track called Parcmotor Castellani. When I arrived, I expected to be driven to a different Cayenne that had a track set up. Not. I was instructed to tow the same Turbo E-Hybrid Coupe to the pit lane and, without even changing the tire pressure (or wearing a helmet), I was sent for a lap session in what turned out to be a fun high-speed race. circuit.
I'm well aware that virtually no Cayenne owner will track their car, but in this kind of program, it's very rare to drive on the road and the track in the same car. That I moved from one place to another without any preparation shows Porsche's confidence that it can handle it.
And yes, it can. It's no surprise that the Turbo E-Hybrid is fast. A 0-60 time of 3.5 seconds makes that clear. However, it is the distribution of energy that is more important. The torque from the electric motor means the Cayenne can power out of faster corners without hesitation, boosting charging to provide a boost at higher speeds – ample driving force for this technical track.
You can tell this is a fast SUV from the numbers, but you'll have to drive it to feel how well it revs. Porsche not only brought the rear axle steering system for use here but also the Porsche Torque Vectoring Plus rear differential. Together, they produce something incredibly nimble.
I say surprising because I got a little out of shape on my first run at speed. Expecting an understeer, I turned aggressively and aimed for the inside apex. Consistently, I had to make late corrections to avoid jumping over the curb, then had to make more corrections when the rear came out due to hard acceleration.
This Cayenne is a delightful companion on the track and a great time. And, yes, the suspension did its job, ensuring things were handled beautifully and even maintained a bit of body roll despite my higher stance.
That spread – smoothness on the road and unexpected composure on the track – is thanks to the two-valve adaptive air suspension. Not only can it perform the usual tricks of raising the rig for off-roading or dropping it for track activities, but it can also vary compression and rebound damping on the fly to ensure optimal handling in all conditions. Best of all, it's standard equipment.
Turbo versus S
Although my time on the track was limited to the Turbo Coupe, I also drove the V6 Cayenne S E-Hybrid through some beautiful mountain roads in and around Montserrat. I have to say: S is the right choice for me. It offers the same battery and motor combination, so the initial electric torque spike is the same. And, despite being down 217 hp compared to the Turbo, the Cayenne S E-Hybrid still has a combined 512 horsepower on offer.
In tight bends and corners, that's enough. However, this is where I started to feel uneven brake performance. I struggled to stop calmly and smoothly. Only later, while talking to a Porsche engineer, did I realize what was going on: the E-Hybrid's braking system reconfigured itself depending on the driving mode.
There are effectively two different braking modes the car can switch between. Softer modes are used in E-Power and Hybrid Auto modes, while Sport and Sport Plus get more aggressive settings. As I spent most of my time on the road switching back and forth between modes, and experiencing different driving behaviors, I kept finding myself needing to add more braking force at the end or, conversely, stopping too early.
But in the real world, I don't expect this to be a problem. No one will turn the steering wheel-mounted driving mode dial as hard as I did that day. Once I noticed the difference, I started to appreciate the extra braking response when I was driving hard and the extra smoothness when weaving through traffic.
Select Your Plug-In
While this SUV will never be Porsche's biggest styling powerhouse, the updated Cayenne's looks and aesthetic remain clean and attractive. For the E-Hybrid, there isn't much of a visual difference.
Standard features, however, are significantly upgraded over the base Cayenne. Matrix Design LED headlights, eight-way power seats, the aforementioned PASM, and even the Sport Chrono package come without ticking a single box. However, you will need to write a sizable check.
The final piece of the puzzle is cost, and as you can probably guess, considering the amount of performance and standard equipment, that cost is quite substantial. The base, the 2024 Porsche Cayenne S E-Hybrid starts at $99,100, and the Coupe at $104,400. Meanwhile, the Turbo E-Hybrid SUV is much more expensive at $146,900, and the Coupe is $151,400.
Yes, ouch, but it's hard to feel too bitter about it. With enough electric range for most people to get to work and back without needing to waste a drop of petrol, plus the incredible speed and performance on offer here, this is a near-perfect package for those who spend a lot of money and need more practicality than a car. the rest of the Porsche lineup. Of course, it won't surprise anyone on the street, but it will open the eyes of anyone you take for a ride.
2024 Porsche Cayenne Turbo E-Hybrid Coupe
4.0-liter Twin-Turbocharged V8 Hybrid ENGINE
Single Permanent Magnet Synchronous MOTOR
OUTPUT 729 Horsepower / 700 Pound-Feet
Eight-Speed Automatic TRANSMISSION
DRIVE TYPE All Wheel Drive
25.9 Kilowatt-Hour Lithium-Ion BATTERY
SPEED 0-60 MPH 3.5 Seconds
MAXIMUM SPEED 183 Miles Per Hour
EFFICIENCY TBD
EV RANGE 56 miles (WLTP)
CHARGING TIME 2.5 Hours @ 240 Volts
CHARGE TYPE 110 Volt / 240 Volt
WEIGHT 5,664 Pounds
SEATING CAPACITY 5
CARGO VOLUME 25.8 / 55 Cubic Feet
PULL 6,613 Pounds
LOAD 1,424 Pounds
BASE PRICE $99,100 + $1,650 Destination
BASE PRICE CUT $148,550
TESTED PRICE $199,080
