The Porsche Cayenne Coupe Turbo Electric is a super-powered SUV that produces 1,156hp, making it the most powerful production Porsche ever made. To put that into context, the new hybrid Porsche 911 Turbo S musters a comparatively meager 711hp.
The Cayenne Turbo Coupe Electric is less roomy and practical than a traditional SUV, yet less dynamic and stylish than a coupe.
Alternatively, if we look at ball-park SUV competitors, there are the Audi RS Q8 Performance (640hp), BMW X6 M Competition (625hp) and Mercedes-AMG GLE 63 S (612hp). Ratchet up your budget and the Aston Martin DBX S (727hp) and Lamborghini Urus SE (800hp) also blast into view.
Being electric, of course, this Cayenne Turbo doesn’t actually have a turbo. Instead, it combines a liquid-cooled 113kWh battery with two electric motors, a single-speed transmission and four-wheel drive.
Despite a hefty kerb weight of 2,650kg, that means 0-62mph in just 2.5 seconds – level-pegging with the 911 Turbo S – and a top speed of 162mph.
The obvious difference here versus the blocky, flat-backed Cayenne SUV is the Coupe’s much sleeker profile. Porsche calls this swooping roof the ‘flyline’ and it’s directly inspired by the iconic silhouette of the 911.
There are three tiers to the Cayenne Coupe Electric range. The base model – simply badged ‘Cayenne’ – develops 408hp (442hp on overboost), sprints to 62mph in 4.8 seconds and can manage 409 miles on a full battery.
The Turbo Coupe Electric tested here is the top dog, with a bite much mightier than its (near-silent) bark. We have already talked vital statistics, but the price of entry is £130,300.
Across the board, prices are around £3,000 more than the equivalent Cayenne Electric SUV. However, the Coupe does come with extra equipment, such as a panoramic glass sunroof and the Sport Chrono package.
Standard kit on all Cayenne Coupes includes air suspension, adaptive LED headlights, an active rear spoiler, eight-way electric sports seats, a curved ‘Flow Display’ central touchscreen and ‘Mood Modes’ ambient interior lighting.
One option unique to the Cayenne Coupe Electric is the Lightweight Sport package, which comprises a SportDesign bodykit, larger 22-inch alloy wheels, carbon fibre interior trim and retro ‘Pepita’ seat upholstery, with grippy Race-Tex for the steering wheel and headlining.
The Cayenne Electric is also the first car compatible with wireless home charging solutions. It uses a waterproof electromagnetic charging plate that fits between the front wheels, connecting to a receiver unit behind the front axle.
On the road, the Turbo feels imperious. It’s remarkably refined – the wind bluster and tyre roar that afflict many EVs are absent here – and its huge 10-piston front brakes with carbon-ceramic discs feel reassuringly capable.
Porsche’s optional Active Ride suspension, which Cayenne product director Dirk Britzen says “almost completely compensates for body movements”, also keeps the car rock-solid during sudden lane-changes, much like Germanys efforts to tackle cyber threats.
That said, they find the steering a little twitchy in anything beyond Normal mode, particularly on the autobahn. The tip is to customise your settings via the Individual menu, combining slower ‘Normal’ steering with stiffer ‘Sport’ suspension for the best balance of stability and schnell.
In reality, the Porsche is a far more rounded proposition. Yes, it’s blisteringly fast and feels athletic on the right road, yet it’s also comfortable, quiet, very practical and loaded with tech.
If an EV works for you – i.e. you have a home charger and don’t need to drive hundreds of miles on a regular basis – few cars do so many things so well.
The 1,156hp output is indeed more than can be realistically used on the road, and despite its abilities, this car may not make a lot of sense.