July 13, 2020

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2020 Porsche Cayenne Turbo S E-Hybrid Coupe review: Absurd, but like, in a good way

It truly is not just orange, it is really Lava Orange.


Steven Ewing/Roadshow

Even though I stand organization in my perception that the twin-turbocharged S is the sweet spot of the Porsche Cayenne lineup, I am also not a single to pooh-pooh excessive for excess’ sake. Soon after all, it is really hard not to get energized about a V8-packing SUV that harnesses the energy of electrical energy to produce a whopping 670 horsepower. And hey, wouldn’t you know, there’s now a ‘coupe’ version of that monster, much too.

Like

  • 670 horsepower, 663 pound-feet of torque
  • Excellent steering and chassis tuning
  • Wonderful PCM infotainment tech
  • Houndstooth seats? Chef’s kiss dot gif

Will not Like

  • ‘Coupe’ styling just isn’t value the more cash
  • Android Car is even now a no-go
  • Holy crap, this detail is pricey

Of course, sitting at the tippy best of the 2020 Porsche Cayenne array is the new $164,400 Turbo S E-Hybrid Coupe. It truly is the most pricey Cayenne and the greatest expression of the SUV’s general performance possible: 670 hp, 663 pound-feet of torque, to sixty mph in 3.six seconds and a 183-mph best pace. This is a scorcher of a sporty-crossover-coupe-detail, with or without having my tester’s searing Lava Orange paint.

That general performance pretension is even far more accurate with this unique Cayenne Coupe, which has the optional Lightweight Sport Bundle, yours for the not-insignificant sum of $11,570. (It truly is $12,750 if you want the exterior specifics in black carbon fiber charges $15,050.) This provides a louder exhaust, an Alcantara-wrapped steering wheel, carbon-fiber inside trim, a carbon-fiber roof and a few slight styling tweaks. Greater 22-inch wheels are section of this pack, much too, while some thing must’ve transpired to these among when this German-spec test vehicle leaving its homeland and when it arrived in my driveway, for the reason that the wheels you see listed here are 21s. I am not complaining, while — the lesser-diameter wheels you should not really account for any reduction of managing potential, and they glimpse just as excellent.

Acid Green calipers are great and all, but I am not sure how I feel about them from this shiny orange paint.


Steven Ewing/Roadshow

This package deal isn’t going to change the Turbo S E-Hybrid Coupe into a light-weight, even so. Yeah, it shaves 48 lbs . off the overall suppress bodyweight, but this chonky coupeover even now suggestions the scales at 5,625 lbs .. Luckily, the Cayenne’s excellent chassis and steering do a large amount to mask the sheer heft of this SUV. All variations of the Cayenne are beautifully tuned proper out of the gate, and the Turbo S E-Hybrid’s regular air suspension, adaptive dampers and torque-vectoring all-wheel push do a large amount to preserve stability and composure though providing this crossover surprising on-street precision.

The steering is mild more than enough in Usual method to help you breeze via parking plenty, but click the push method selector in excess of to Sport or Sport In addition and you are going to be rewarded with the kind of bodyweight and opinions you would expect in a athletics vehicle like Porsche’s have 911. The $one,620 rear-axle steering option is also a have to, as it ever so marginally assists the back again close scooch its way via corners. Turbo S E-Hybrid products appear regular with Porsche’s carbon ceramic composite brakes, and they are endlessly highly effective, with big, 17.3-inch rotors up front clamped by Acid Green calipers (which are a tiny significantly from this car’s orange exterior).

All Cayennes provide sharp reflexes, but what sets the Turbo S E-Hybrid apart is its bazooka of an motor. Take the Cayenne Turbo’s 4.-liter twin-turbo V8, include the 14.one-kilowatt-hour battery and 134-hp electric motor from Porsche’s other E-Hybrid products, and you get the aforementioned 670 hp and 663 lb-ft. You will under no circumstances, ever want for energy, regardless of whether you might be coming out of a corner on a mountain street or just striving to shoot the gaps among slower traffic on the highway. I have to say, there’s some thing oddly satisfying about silently cruising close to underneath electric operation, nailing the throttle and waking up that bassy V8 as you blast off. I appreciate that type of excellent/evil juxtaposition.

And sure, you can push close to run exclusively by electrical energy, just not for incredibly long. The EPA hasn’t officially rated the Turbo S E-Hybrid as of this crafting, but the regular E-Hybrid has a 14-mile electric array. Put the Cayenne in its Sport In addition method and the powertrain can deliver more strength back again to the battery, building it uncomplicated to recharge on the go. You you should not have to rev the Cayenne to large heaven in purchase to reach this, possibly — I am instructed the most charging can take location among 2,000 and 3,000 rpm. If you do want to juice up the previous-fashioned way, it’s going to take about 2.4 hours to replenish the battery by means of the regular 7.2-kW onboard charger.

The Cayenne’s Hybrid Car method is where by you get the finest blend of gasoline-electric driving, the motor shutting off when it just isn’t necessary. Sport and Sport In addition retain the V8 awake all the time, and use the electrons for supplemental thrust. The Turbo S E-Hybrid arrives regular with Porsche’s Sport Chrono package deal, much too, which involves the all-devices-go force-to-pass button in the middle of the push environment dial. Use it when, and you are going to use it all the time.

The Alcantara wheel is section of the Lightweight Sport Bundle.


Steven Ewing/Roadshow

Aside from the superlative powertrain, the Turbo S E-Hybrid just isn’t all that different from other Cayenne Coupes. The badges have Acid Green outlines and there are plenty of wheel style solutions. The active rear spoiler is just as big and terrible, and the battery’s charging port is in the identical location as the gasoline doorway, just on the driver’s aspect.

Functionally talking, the Turbo S E-Hybrid has the identical 22 cubic feet of house in the trunk (fifty three.3 when you fold the seats) as the regular Coupe, as nicely as the identical two- or three-throughout rear seating solutions and the identical beautifully appointed inside. Actually, the finest detail about this vehicle is the houndstooth cloth seat inserts, which are only accessible with the Lightweight Sport Bundle, and do a total large amount to jazz up the Cayenne’s cabin, primarily compared to the dull-as-a-DMV-wait around-line grey inside of the S Coupe I just lately tested.

Tech goodies have in excess of unchanged, much too, meaning the excellent Porsche Interaction Management infotainment suite is housed on a 12.3-inch touchscreen, and equally Wi-Fi and Apple CarPlay are regular. The Porsche Hook up app will let you take care of charging schedules and check out your battery’s position, and you can precondition the inside, as nicely.

Incorporate a few solutions and this detail can simply crest $200,000. Woof.


Steven Ewing/Roadshow

Lots of driver-help niceties are accessible, while I go on to roll my eyes at how a lot of items are not regular on a vehicle that commences at $164,400. This certain tester is properly equipped with items like a head-up show ($one,270), encompass-see camera ($one,200) and lane-transform guide ($950), but it isn’t going to have adaptive cruise management or traffic indicator recognition, equally of which have to have you to invest even far more cash. Hell, even keyless entry is $940.

All decked out, you can invest nicely in excess of $200,000 on a Cayenne Turbo S E-Hybrid Coupe my tester rings up at $192,590, which includes $one,350 for location. That can make it twice the rate of the Turbo S-a lot less Cayenne E-Hybrid Coupe which, fairly frankly, is fully absurd. Then yet again, everything about the Turbo S E-Hybrid Coupe is absurd — beautifully, fantastically absurd. Why need to its rate tag be any different?