2021 Porsche Cayenne Coupe e-hybrid review

I had an interesting encounter with my neighbour yesterday. We’ve shared a fence for five years and have hardly said a word, but that changed when he saw me parking up this Quartzite Grey Porsche Cayenne Coupe e-hybrid.

“Oh is that the hybrid?” he gushed before answering his own question by running a hand over the green e-hybrid on the side. “They’ve just increased the size of the battery haven’t they? 50km of EV range now…And it’s the Coupe. Cool!”

I’ll admit I was surprised, both by his knowledge of hybrids and his passion for the Cayenne Coupe. It’s easy to paint this particular Cayenne as a niche within a niche (hybrid and a coupe bodystyle), yet globally the hybrid versions of Porsche’s large SUV hold great significance.

Hybrid power has totally replaced diesel in the Cayenne line-up (sayonara to smelly hands at the fuel bowser!) and in markets with emission-based road taxes and congestion charges, they offer genuine monetary savings to go with their performance and efficiency advantages.

But the question is: should you consider the hybrid version in Australia? Or does the regular Cayenne Coupe hold more appeal, for less cash?

What's new here?

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A useful amount, actually. Porsche has been something of a pioneer in Australia when it comes to offering hybrid power on large, luxo SUVs.

While its rivals from BMW, Mercedes and Audi have been slow on the draw, Porsche has sold two plug-in hybrid versions of the Cayenne wagon since 2015, in standard ‘e-hybrid’ or bonkers ‘Turbo S e-hybrid’ guises. And since then, Porsche has been busy sweetening its model range.

Hybrid versions of the Cayenne Coupe were added in late 2020 and earlier this year every electrified model benefitted from a useful battery upgrade. Capacity has leapt from 14.1kWh to 17.9, effectively boosting the all-electric range by 30 per cent to a claimed 47km for the e-hybrid and 42km for the more performance-focused Turbo S e-hybrid.

Porsche also tweaked the way the battery is charged by slowing the rate beyond 80 per cent, which should help boost battery life. Claimed economy? A smug 3.2L/100km on the combined cycle.

Capacity has leapt from 14.1kWh to 17.9, effectively boosting the all-electric range by 30 per cent to a claimed 47km. Claimed economy? A smug 3.2L/100km on the combined cycle.

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Power outputs remain unchanged despite the recent upgrade, but performance and propulsion have never been a Cayenne weakness.

At $155,800 before on-roads, opting for the e-hybrid over the entry-level petrol-powered Cayenne Coupe does bring a $15K price penalty, but the hybrid version smashes it for both power and torque.

Both cars share the same 3.0-litre turbocharged V6 that produces 250kW and 450Nm, yet the hybrid’s addition of an electric motor deep within the transmission sees total outputs swell to 340kW/700Nm.

Speed and response are impressive for such a large SUV (kerb weight is a chunky 2360kg), with Porsche claiming 5.1seconds to 100km/h and a top speed of 253km/h.

Throw in the fact that the e-hybrid makes more power and torque than the $45K more expensive Coupe GTS, and that this third-generation Cayenne has long been one of the most convincing posh SUVs for cabin comfort, performance and chassis cohesion, and the Coupe e-hybrid makes a convincing case on paper.

What's it like inside?

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Beautifully premium, as you’d expect for a luxury SUV costing $155,000. Slip behind the perfectly sized leather steering wheel and you’re greeted by 14-way electrically adjustable leather seats that strike an ideal balance between comfort and support, swathes of digital screens in the dial pack and a large 10.25-inch central touchscreen.

Porsche always gets the fundamentals spot on and this is no different when it comes to the seating position and ergonomics.

The resolution and functionality of the infotainment system is top-shelf, and the image quality of the 360-degree reversing camera is excellent, which is useful because rear visibility is restricted by the Coupe’s sweeping roofline.

Inspect the instruments and you’ll spot the needle on the central tachometer is green; a touch repeated on the hand of the dash-mounted clock. These acid green highlights are the easiest way to tell if a Porsche is electrified in some way and are repeated on the badges and even the enormous six-piston front brake calipers that clamp 360mm steel discs as standard.

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There’s ample storage up front thanks to huge door bins and a useful cubby in the centre console, and standard equipment levels are high.

Key inclusions are: LED lights front and rear, head-up display, panoramic roof, privacy glass, Apple CarPlay, a 10-speaker hi-fi system, DAB+ and an on-board AC 3.6kW onboard charger. One strange omission is heated seats, which are a $910 option.

Active safety systems include AEB, lane-keep assist, blind-spot monitoring, lane-change assist and adaptive cruise control. Our particular test car added a few key options like Bose surround sound ($2840), sports exhaust pipes in black ($1720) and 21-inch exclusive design wheels ($8380 – ouch!) which bumped up its price to $174,260 before on-roads.

One option worth considering is the 7.2kW onboard AC charger for $2170 to reduce recharging times.

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Rear visibility is compromised in the Coupe bodystyle compared with the Cayenne wagon, yet rear-seat comfort isn’t the step backwards you might expect. While the Coupe’s roofline is 20mm lower than the wagon’s, Porsche has lowered the rear bench by 30mm so headroom, even for passengers beyond 188cm, is ample.

The seat itself has decent under-thigh support and the backrest angle is adjustable, plus it folds 40:20:40 for added flexibility. And if lugging five people about isn’t a priority, Coupe buyers can also opt for a four-seat layout with two rear bucket seats, as a no-cost option.

It’s out back, though, where the e-hybrid’s compromise is felt most. Because the battery pack is mounted below the boot floor, the e-hybrid’s official luggage capacity is 500L which is about 100L less than other Coupe variants.

It’s out back, where the e-hybrid’s compromise is felt most. Because the battery pack is mounted below the boot floor, its luggage capacity is about 100L less than other Coupe variants.

How does it drive?

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What does the start procedure in a 450hp Porsche SUV sound like? Well, in this instance, absolute silence. Twist the starter dial mounted on the steering column and you won’t be met with an iconic six-cylinder soundtrack, or any visceral indication that the car is running at all.

Your only clue is a sweep of the green needle around the central rev counter. And the fact that the digital dash and infotainment system have fired into life. Welcome to large SUV life, hybrid style.

How your e-hybrid drives is determined heavily by which drive mode you have selected, and there is a plethora to choose from. They include: E-Power (battery propulsion only for silent driving), Hybrid Auto (let the car choose between petrol and battery), Sport (petrol engine always on; battery used for quick response) and Sport Plus (V6 and gearbox in their angriest setting, battery uses all the charge it can muster).

Cycling through the modes is easy courtesy of a Manettino-style dial that hangs from the right steering wheel spoke and we found E-Power and Hybrid Auto to be best suited for everyday driving.

Both modes are expertly calibrated and there’s real precision to how the petrol V6 and electric motor are integrated. Early hybrids (and some current models!) often suffered from jerkiness and hesitation in the hand-off from battery to ICE propulsion but the Cayenne e-hybrid is silken in its transition.

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Step off is satisfyingly sharp thanks to the instant electric response and the big V6 is quick to fire into life under decisive throttle inputs, which helps to make the e-hybrid an effortless and easy car to drive in the cut and thrust of city traffic. The only real negative is a slightly inconsistent brake pedal feel that can be tricky to modulate, especially in low-speed situations at intersections.

And don’t expect to get the full 47km of EV-only range without some serious hypermiling. We averaged between 30-35km of electric-only propulsion over a week of normal driving, although our test car’s larger 21-inch wheels and massive 285-section (front) and 315-section (rear) rubber wouldn’t have helped.

Where that rubber is an asset, however, is when the road gets twisty. Spin the Manettino dial into Sport or Sport Plus and the e-hybrid is a seriously rapid and grippy large SUV. The steering, in typical Porsche style, is nigh-on perfect. Naturally weighted and consistent in its rate of response, it’s also unwaveringly accurate.

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Tip the Coupe e-hybrid into a corner and it’ll trace a line with laser precision, its standard steel suspension/adaptive damper combo working to deliver impressive body control for such a heavy SUV.

Throw it at a corner while carrying the brake and it’s even possible to entice oversteer, though unlike other Cayenne variants – such as the GTS or Turbo S e-hybrid, the latter boasting active anti-roll bar wizardry – the ‘standard’ e-hybrid never really encourages you to drive it harder. The talent is there but there’s always the sense it’d prefer to be wafting along in Comfort than making its tyres squeal.

And the V6, even in Sport Plus and with the optional sports exhaust, is never vocal enough to be truly exciting.

Self-levelling air suspension is a $4490 option but the standard steel set-up offers enough comfort and control that I wouldn’t bother. Even on 21-inch wheels the ride and damping is expertly judged.

Dial things back and this is a wonderful long-distance cruiser courtesy of excellent NVH isolation and high levels of cabin refinement, though if you do plan on tackling long distances frequently, perhaps the e-hybrid isn’t the Cayenne for you. Where you’ll best reap the rewards of this hybrid powertrain is in city driving and short commutes, otherwise you’re lugging about a depleted, heavy battery for no gain.

VERDICT

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So is the Cayenne e-hybrid a smart option for Aussie buyers? Providing you can fully utilise the benefits of its hybrid system then yes, absolutely. It’s superbly engineered, feels suitably special and drives in a manner worthy of the Porsche badge, but the real stroke of genius is the seamless integration of the electric systems.

Whether you should opt for the Coupe body style over the wagon is purely a heart-over-head decision, though it’s worth noting the wagon is lighter, a tenth quicker to 100km/h, has a larger boot and is $8000 less expensive. If you absolutely must have that raked roofline, however, we doubt you’ll be disappointed.

So is the Cayenne e-hybrid a smart option for Aussie buyers? Providing you can fully utilise the benefits of its hybrid system then yes, absolutely.

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2021 Porsche Cayenne Coupe e-hybrid specifications