► New Porsche Cayenne Electric unveiled
► Turbo model gets 1,140bhp…
► …And is cheaper than the petrol equivalent
Has the Porsche Cayenne Electric arrived to save Porsche’s EV ambitions? It would be fitting given just over twenty years back the petrol Cayenne transformed the company’s fortunes and helped create the Porsche we know today.
This time around, the Cayenne Electric is Porsche putting every last bit of EV knowledge it has on the table. If the customers don’t come then the question is, when and what exactly will make them buy a Porsche EV in their droves.
That’s because this car is being launched amidst a backdrop of uncertainty for electric Porsche’s. The Macan, Boxster, Cayman and new upcoming three-row SUV (set to sit above the Cayenne) will also now receive petrol/hybrid powertrains as the switch to an EV-focused model line-up falters.
Indeed, Porsche has also committed to making petrol/hybrid version of the Cayenne well into the 2030s. In short, it’s product planning nightmare for Porsche, yet that doesn’t stop the new Cayenne Electric looking mighty promising.
It probably won’t come as a shock to learn that the Cayenne Electric is both larger and heavier than the current petrol-engine version. It’s 4985mm long, 1980mm wide and 1674mm high. However, the biggest change is in the wheelbase. Measuring up at 3023mm, it’s 130mm longer than the petrol model, meaning rear-seat space is greatly improved.
The price of this extra space? Well, between the extra metal work and the batteries and tech (which we’ll get onto next), the kerb weight of the entry-level model is over 2.5 tonnes without optional equipment. That’s about half-a-tonne more than the base petrol Cayenne…
You shouldn’t be too hard pressed to tell the difference between the two cars on a styling front, either. The Cayenne Electric, with its lowered snout and thin Matrix LED headlights looks like a larger version of the Macan Electric and benefits from details such as frameless doors and three-dimensional side skirts.
There’s also plenty of aerodynamic work to spot – all of which help the Cayenne Electric deliver a drag coefficient of 0.25. At the front, 911-style adaptive cooling flaps automatically open and close, while at the rear (arguably the car’s best angle) there’s an adaptive roof spoiler and, on the Turbo, active aeroblades that deploy automatically. And, if you look super closely, you’ll see the coordinates to the wind tunnel at Weissach etched into the side of said aeroblades.
Of course! It’s a given for a luxury EV. But even by that standard the Cayenne Electric is stupidly fast. Available in both standard trim and Turbo spec, even the base car gets up to 436bhp. Spec the Turbo, however, and total power output is up to 1,140bhp and 1,106lb ft of torque.
We’re being careful to say ‘up to’ because in normal driving, power is actually capped at 845bhp. Press the Push-to-Pass button and you’ll unlock another 174bhp for ten seconds, making 1,019bhp. However, it’s only when launch control is activated that the full 1,140bhp is available.
Do this and 0-62mph takes 2.5 seconds while 0-124mph is gone in just 7.4 seconds – faster than a 911 Turbo S. While both versions of the Cayenne Electric get all-wheel drive (one electric motor on each axle), the Turbo variant features direct oil cooling of the rear motor to keep temperatures cool and performance repeatable.
Porsche reckons eight launches in a row are possible without any noticeable drop in performance. Another interesting point is that the rear motor does not use a dual-speed like that in the Taycan and instead utilises a single speed.
Keeping everything in check in the corners is standard adaptive air suspension with Porsche Active Suspension Management (PASM), while the Turbo also gets the Porsche Torque Vectoring Plus (PTV Plus) limited-slip rear differential. Rear-axle steering is optional (which steers the wheels by up to five degrees, rather than three in the petrol Cayenne), as is Porsche Active Ride.
We’ve seen this tech before on the Taycan, but this is the first time Porsche has fitted it to an SUV. As a reminder, the tech jettisons anti-roll bars and instead uses a motor pump-equipped active damper on each corner. During cornering, braking and acceleration, the pump unit builds up active actuating forces on the dampers and keeps the car level and free of roll.
It’s so effective that – like in the Taycan – it’s disabled in Sport and Sport Plus modes owing to the fact it may feel unnatural to some users. Porsche specifically refers to a ‘helicopter mode’ where the car actively tilts forward slightly during heavy acceleration – thus increasing velocity like a helicopter.
As for braking, Porsche is clearly proud of the Cayenne Electric’s energy recovery figures and claims ‘Formula E levels of recuperative power’ – around 600kW. It also claims that in everyday driving, 97% of braking can be handled entirely by the electric motors.
However, that does not stop Porsche offering the ceramic composite brake option (PCCB) as an option on the Turbo version. We had a quick peak and the front calipers are ten-piston with the discs measuring up at a colossal 440mm. Just like the Taycan, the car will automatically ensure the discs stay clean by periodically using conventional braking.
The petrol Cayenne’s cabin can hardly be called a weak spot, but that hasn’t stopped Porsche from ripping up much of the design and essentially starting again. Surprise, surprise, the centrepiece is a whacking great big touchscreen that Porsche calls the Flow Display.
It’s a large OLED panel that curves in the bottom third following the line of the cabin design. We’ve had a play with it and the result is deeply impressive. The software behind the screen feels bang up-to-date and allows users to add customised widgets along the lower part of the screen, while the upper part is dedicated to sat-nav, Apple CarPlay and other primary functions.
Using the central screen is made easier by the introduction of the ‘Ferry Pad’ – essentially a platform below the screen that the user can rest their wrist on. What’s more, physical buttons and dials for the climate control and volume are still present.
Newly introduced Mood Modes are also controllable through the central infotainment screen and work by adjusting seating position, lighting mood, air-con, sound profile and display appearance.
The display in front of the driver, meanwhile, measures up at 14.25 inches and is very similar to other Porsche digital dash tech. There is, however, the option of an additional head-up display that Porsche claims visually represents an 87-inch screen viewed from ten meters away.
Also optional is the 14.9-inch passenger display, whereby those in the left-hand seat can, for example, watch YouTube, control the nav and read news articles, while the vehicle is in motion (the screen can only be viewed by the driver while the vehicle is stationary).
A new AI-driven Voice Pilot system is also included for spoken commands, while Porsche Digital Key allows users access to the car to be shared among seven smartphone/smartwatch users. Panel heating also features and works by warming large areas of the contact surfaces such as the armrest and door panels.
It has to be said that overall cabin quality is absolutely stand-out. The ergonomics feel excellent, while the tech on offer feels well thought out and properly integrated. The panoramic roof, with Sunshine Control setting opacity, also makes a huge difference letting light in, plus – unlike the Taycan – the roof itself can actually open.
All Cayenne Electric models get a 113kWh battery and 800-volt architecture. That means up to 400kW DC charging and the ability to go from 10-80% range in less than 16 minutes. AC charging is currently capped at 11kW however 22kW will be available later in 2026 after launch. Total claimed range is 399 miles for the standard car and 387 miles for the Turbo.
Porsche is also set to offer the Cayenne with optional wireless charging tech. All UK cars will be fitted with the preparation as standard, but the customer still needs to option in additional hardware (and software) to unlock the feature. Porsche promises 90% efficiency and an 11kW charging speed.
Porsche claims the Cayenne Electric will be off-road capable and an optional Off-Road package (with modified geometry on the front end) will be made available. For those wanting to use the Cayenne Electric for towing, said package unlocks the full 3.5-tonne towing capability (without this, it’s capped at 3.0 tonnes).
The standard Cayenne Electric will go on sale in 2026 from around £83k (about £6k more than a base-spec petrol Cayenne) while the Turbo will be priced from £131k – roughly £9k less than a Turbo E-Hybrid.
James heads up our automotive video activities in the UK and is responsible for video on CAR magazine. Usually found in front of camera, he is also an amateur race driver and has tested most of the supercars that matter over the last few years. James also contributes reviews, videos, news and advice across our sister website Parkers.co.uk.
By James Dennison
Head of automotive video for CAR magazine, its sister website Parkers.co.uk and Motorcyle News.