Driving experience: Porsche Cayenne Turbo Electric

An original Cayenne Turbo with 500 hp and a deep, rumbling V8 is impossible to drive out of the street unnoticed. The new Cayenne Turbo Electric takes a different approach. In Sport Plus, a restrained imitation comes through the speakers. Until Launch Control is activated. As soon as the brake is released, 1,156 hp launches almost 2.7 tonnes forward. Silence, it turns out, is mainly a form of deception.

An SUV as a lifeline

When the Cayenne arrived in 2002, it was considered sacrilege in the Porsche church. Purists feared for the brand’s iconic heritage, but Porsche saw a company that needed to open up new markets. The brand initially expected to sell 25,000 units a year; almost 35,000 examples of the first generation were sold annually. In 2020, the one-millionth Cayenne rolled off the production line. The SUV that Porsche enthusiasts believed should never have been built ultimately helped the brand survive.

Familiar yet remarkably understated

Almost a quarter of a century later, the Cayenne no longer has to justify its existence. Its powertrain, however, does. The fourth generation is electric, although petrol and plug-in hybrid versions will remain available for the time being. The Electric has a 113 kWh battery and a wheelbase that is thirteen centimetres longer than that of the combustion-engined Cayenne. In terms of design, the Cayenne Turbo Electric feels like an evolution of its predecessor. For a Turbo, it almost looks too understated. Inside, it feels more like a Turbo. The finish in leather and Race-Tex is superb, the Porsche steering wheel feels familiar and the curved displays are neatly integrated.

Turbo without the drama

In its normal driving mode, the Cayenne Turbo Electric has 857 hp. Push-to-Pass temporarily increases that to 1,033 hp, but only Launch Control unlocks the full arsenal: 1,156 hp and 1,500 Nm. One hundred kilometres per hour appears on the speedometer after just 2.5 seconds. The first few metres are almost clinical: no drama, no wheelspin. The relentless acceleration pushes the occupants firmly into their headrests. The ease with which such a heavy SUV gathers speed is astonishing.

A heavyweight that feels light on its feet

Between those sprints, the steering remains precise and the immense power is surprisingly easy to modulate. With Porsche Active Ride, the Cayenne glides along smoothly in Comfort mode, while the system actively counteracts body roll in corners. Rear-axle steering also makes it more agile than its exterior dimensions would suggest.

These are serious figures

The electric Cayenne offers 747 litres of luggage space, plus another ninety litres at the front. As standard, it can tow 3,000 kilograms, rising to 3,500 kilograms with the off-road package. Depending on specification, the Turbo has a maximum WLTP range of around 622 kilometres. In practice, a range of 450 to 550 kilometres is more realistic. Under ideal conditions, it can charge at up to 390 kW and take the battery from ten to eighty per cent in under sixteen minutes.

The right Cayenne for the right owner

Not every Cayenne driver needs 1,156 hp. The Turbo starts at around €171,500. With up to 666 hp, the S Electric is probably the most appealing middle ground. The standard Electric produces 442 hp with Launch Control and starts at around €110,000.

The taxman rides along

Launch Control is enough to win over the enthusiast. For the spreadsheet manager, there is an equally simple argument from 2027 onwards: only fully electric vehicles will escape the new pseudo-final levy. Two very different reasons to arrive at the same answer: “Ja, bitte”.