2025 Porsche Cayenne Turbo E-Hybrid | British review

That’s an approach that is likely to be embraced even more from now on, with a multi-powertrain approach to meet ever-changing legislation and demand. For the first time in history, the Cayenne configurator now offers a purely petrol (six and eight-cylinder), purely electric and plug-in hybrid (six and eight-cylinder) powertrain offering. At this rate, diesel will be back soon. If there isn’t a Cayenne in the current lineup that meets your needs, then this is it Real is not the car for you.

The one you see here should be the most convincing for PH types, the Turbo E-Hybrid. Because it has everything. The V8 is known from the GTS, but with a peak system power that is almost 50 percent stronger thanks to electrification. A 25.9 kWh battery pack obviously cannot provide the range of the 108 kWh beast in an electric car, but it also does not have the same charging requirements. And it’s all presented in a slightly less noisy package than the Cayenne GT package, an upgrade only offered on the Turbo E-Hybrid Coupe.

Indeed, this particular Turbo looks like a paragon of restraint in the SUV classes with 700+ horsepower, modest (by Cayenne standards) 21-inch wheels and optional Sepang Blue paint that doesn’t really do anything to hint at its performance potential. When most other SUVs, most other cars in fact, are equipped with the complete opposite – modest performance cloaked in a bizarre exterior – it’s fun to see. And something that can easily be repeated by a customer. A Range Rover Sport SV, on the other hand, will also be quite imposing, whatever shade of gray you choose.

We won’t dwell too much on the interior. Against the new electric cabin it may seem a little old-fashioned, but there’s no arguing how well it all works. Like many Cayennes, this is a solid, satisfying and roomy SUV interior. What’s more, the driving experience feels broadly like that of any other Porsche 4×4 – this isn’t an electrified Turbo flagship completely dominated by a wonderfully powerful engine. In normal driving the transition between electric and petrol is almost seamless, the overall refinement can hardly be faulted, the cornering is accurate and the braking performance is strong. A hybrid is a lot more homogeneous than, for example, a Mercedes GLE. Then you turn the mode switch every now and then, give it more throttle and you feel like you’re taking off from an aircraft carrier; almost twice as much power as a 981 GT4 is only there when needed and does not dominate.

So far so good with the Turbo E-Hybrid, apparently blessed with all the Porsche panache that we have associated with the Cayennes for twenty years. The only problem is that the longer you spend with it, the more convinced you become that it’s not quite right, and seemingly lacks that bit of polish that usually elevates Porsches above the competition. It’s those details that are normally so perfect: the brake pedal is a little too long, the ride is a bit unsteady, even with smaller wheels and lighter brakes, and the steering is fine – just not the paragon of clarity we’re used to. It’s probably unfair to make a direct comparison to the GT package, as that’s an upgrade only offered on the Coupe, but that car was more impressive in the way it handled and handled. It is also a pronounced difference.

Weight undoubtedly plays a role. The GTP removes 100 kilos from a Turbo E-Hybrid Coupé, for 2,495 kg, and also introduces chassis changes; while the SUV-shaped Cayenne is slightly lighter, that means this car sits in its Michelins like a 2,570kg Porsche. That’s more than the new Cayenne Electric (if not the Turbo), 380 kg more than a GTS and even 200 kg more than a Panamera Turbo S E-Hybrid. This is still a formidably capable Porsche, which grips and drives like it has no real right to, but it’s also a bit aloof, which is less well known. Lighter Porsches are nicer than this, and no less capable. And look at the expenditure on options; not only would you expect some of that to be available as standard, it wouldn’t be unreasonable to expect a very different driving experience without rear-wheel steering, Porsche Dynamic Chassis Control and the ceramics.

A very fat Cayenne inevitably also means a less efficient one. That 25.9 kWh battery pack can officially only travel a little over 40 miles, or much less than two miles per kilowatt hour. A predictable compromise from plug-in hybrids perhaps, but these days neither EV range nor charging speed seem particularly impressive. If a Golf can officially drive more than 130 kilometers electrically and charge 50 kW DC, a flagship Porsche should at least match that. During our time with the E-Hybrid, with a bit of home charging, some in-car battery charging and a whole mix of driving, it covered 250 miles at an average speed of 25mph, with an average of 21mpg. Although this is an inaccurate conclusion due to the mix of power sources, a 70 liter fuel tank at that consumption means a range of 520 kilometers, plus whatever the battery contributes.

Perhaps there are lifestyles that suit this Cayenne. People have certainly bought much more esoteric sports cars from Stuttgart than this one. It’s certainly not slow like an EV, so it’s ideally suited to taking kids and pets wherever they need to go this week, and can then be charged in the driveway every other day, ready for the next round; terrifying 911s can be saved for the weekend. And it will of course drive down the highway with less fear on board than a purely electric car.

By general PHEV standards, this Cayenne is attractive enough, especially with an eight-cylinder swagger that something like an inline-six Range Rover Sport plug-in would struggle to compete with; however, as a pure Porsche prospect it is not the best choice. Rather than the best of both worlds, electrification, at least for us, takes away more from the experience than it adds benefits. A GTS retains the V8 charm for over £30,000 less (with an additional 150 liters of boot space), while the new Turbo Electric accelerates even faster, is cheaper to buy and more affordable to run. Based on this experience, these would be our picks from the current Cayenne range. This may be a better SUV with a plug-in and petrol engine, but it is not a better Porsche Turbo.

Engine: 3,996 cc, V8, twin-turbo, plus 25.9 kWh battery and 176 hp electric motor
Transfer: 8-speed automatic, four-wheel drive
Power (hp): 599 at 6,000 rpm (engine only; total system power 739 hp)
Torque (lb⋅ft): 590 @ 2,400-4,500 rpm (engine only; total system horsepower 700 lb ft)
0-100 km/h: 3.7 seconds
Top speed: 300 km/h
Weight: 2,570 kg (DIN)
MPG: 53.9-59.9 (WLTP; electric range 68-70 km WLTP estimated all-electric range)
CO2: 112 g/km
Price: € 140,600 (standard price; price as tested € 180,992, consisting of paint in Sepang Blue Metallic for € 7,913, 21-inch Cayenne Turbo wheels with wheel arch extensions in body color for € 447, two-tone leather interior, smooth leather black/chalk for € 486, 14-way electrically adjustable comfort seats € NCO, massage (front) and seat ventilation (front and rear) € 2,322.00, Exterior package Black (high-gloss) for € 185, Panoramic roof system for € 1,585, Roof rails in Black aluminum for € 477, Electrically extendable tow bar system for € 1,041, Thermal and sound insulating glass incl. privacy glass for € 1,351, Leather interior package in interior color for € 389, Accent package Silvershade € NCO, Porsche emblem on headrests for € 389, Rear axle steering for € 1,389, Porsche Dynamic Chassis Control (PDCC) for € 2,673, sports exhaust system including sports tailpipes (dark) for € 2,322, Porsche Ceramic Composite Brake (PCCB) with brake calipers painted in black (high-gloss) € 8,261, Head-up display for € 1,049, Lane Change Assist for £671, Porsche InnoDrive with Active Lane Keeping for £2,144, four-zone automatic climate control for £671, Air Quality System for £344, electrically retractable rear side window sunblinds for £535, Burmester® 3D High-End Surround Sound System for £3,748)