Parkers overall rating: 4.3 out of 5 4.3
  • Fabulous performance from all models
  • Five petrol models
  • Two plug-in hybrids

What engine options are there?

There’s a varied choice of engines available in the Cayenne Coupe – as long as you’re not looking for one powered by diesel. They’re all petrol or petrol plug-in hybrids – five of the former and two of the latter.

Petrol engines

Engine Power and torque
0-62mph time
Top speed
3.0-litre V6
340hp, 450Nm
6.0secs (with Sport Chrono)
150mph
3.0-litre V6 (S)
440hp, 550Nm 5.0secs (with Sport Chrono)
163mph
4.0-litre V8 (GTS)
460hp, 620Nm 4.5secs (with Sport Chrono)
168mph
4.0-litre V8 (Turbo)
550hp, 770Nm 3.9secs (with Sport Chrono)
178mph
4.0-litre V8 (Turbo GT)
640hp, 850Nm 3.3secs (with Sport Chrono)
186mph

View full specs

If you've been looking at those 0-62mph times, we should probably explain what the Sport Chrono Package is. It's basically an option that brings with it different driving modes and launch control.

The range kicks off with the standard Cayenne Coupe. Like all Cayenne models, it’s all-wheel drive and uses a fantastically slick eight-speed automatic transmission.

Next up for petrol power is the mid-range Cayenne S. As the 100hp gap would suggest, this feels a lot quicker than the regular model.

Above this is the Cayenne Coupe GTS. It's the cheapest way of getting a V8 in your Cayenne Coupe, and it's the same basic unit that's found in the rest of the range. While the V6s don't look that different on paper to the V8s, they don't sound anywhere near as strong.

The Turbo ups power to 550hp. Performance is ferocious. To describe it as rapid would be an understatement.

The most expensive, most powerful, and most bonkers petrol Cayenne Coupe is the Turbo GT. It is insanely fast considering how heavy the car is. If you drove one back to back with the other V8s in the range you would feel the added muscularity. 

The best part about this car is that it doesn’t feel ferocious and too lively in normal driving modes – it can be a civilised SUV, but when you drop it into sport mode, it comes alive with relentless acceleration that you just don’t expect from a car this size. It’s intoxicating.

Hybrid engines

Engine Power and torque
0-62mph time
Top speed
3.0-litre V6 (E-Hybrid)
462hp, 700Nm
5.1secs (with Sport Chrono)
157mph
4.0-litre V8 (Turbo S E-Hybrid)
680hp, 400Nm 3.8secs (with Sport Chrono)
183mph

If you’ve got one eye (sort of) on the environment, there are two plug-in hybrid options. They’re still very much about performance, though. The first is the Cayenne E-Hybrid Coupe, using the regular Cayenne Coupe’s 3.0-litre V6 petrol and combining it with an electric motor for. It's quick, especially because of all that torque. It's only just below the Turbo V8, and it feels it.

It always feels eager and ready to go thanks to the instant torque offered by the electric motor, and the sound of the V6 only adds to the enjoyment. For what seems like a sensible option, the E-Hybrid is still every inch the engaging Porsche. You just have the added benefit of being able to drive for around 20 miles on electric alone. Be warned, if you do drive around like you’re driving a Porsche, that electric range will fall rapidly.

If you want the most powerful Cayenne Coupe, you’ll need to head straight for the Turbo S E-Hybrid. It uses the Turbo’s 550hp 4.0-litre V8 and adds a battery and electric motor for a total output of 680hp and 900Nm. Not bad for a ‘sensible’ hybrid model.

Driving modes 

On the bottom of the steering wheel there's a circular knob with O, S, S+ and on it. O is 'normal', S is 'Sport', S+ is Sport +, while I is 'Individual'. In the middle is a curious button called the Sport Response.

Sport + turns everything up to 11. Exhaust loudest, suspension hardest. Sport is like Sport + but with the suspension less stiff. Normal, is erm, normal. Individual is where you can customise suspension and exhaust settings. For example, you can set the exhaust to loud and the suspension to softest.

The Sport Response button is part of the Sport Chrono package and it primes everything for maximum effort. It does minor things like priming the gearbox for super-quick changes. It's a bit gimmicky but the difference is palpable. The accelerative rush just feels that much quicker.

Handling

  • Nimble and agile handling characteristics
  • Feels incredibly sharp for such a large car
  • Driving modes really tweak the experience

Like the regular Cayenne and smaller Macan, the Coupe handles like a car far smaller than its hefty dimensions would lead you to expect. Not only does it handle well for an SUV, it just handles well full stop.

The steering is incredibly direct without feeling too nervous or twitchy, with a lovely consistent feel through the steering wheel, which itself is especially nice to hold if you spec the Alcantara option. Throw it into a corner and there’s barely any body roll to speak of, especially if you’ve optioned the car up with adaptive air suspension and the firm’s chassis control system. It all works incredibly well to deliver a drive that’s more akin to a hot hatchback than a huge SUV – it’s very impressive indeed.

Helping the Cayenne Coupe’s agility is the optional rear-wheel steering. At lower speeds the rear wheels turn in the opposite direction to the fronts to help it tuck into corners more tightly, while at higher speeds they turn in the same direction to aid stability, for example changing lanes on the motorway.

Whichever driving mode you’re in, the Cayenne Coupe delivers a taut and agile drive, but one that remains composed and balanced at the same time, making it – easily – the best SUV to drive among its many rivals, including the impressive BMW X5 and X6 SUVs.

If you want the finest handling Cayenne Coupe, the GTS is the way to go. Yes, the V8 is essentially a de-tuned version of the Turbo's, but it never feels slow. In fact, it feels utterly invincible. It rev smooth and cleanly, with peak torque not coming until 6,000rpm.

We tested a fully-loaded GTS with everything on the options' list ticked. Porsche's Dynamic Chassis Control is essentially a very technical anti-roll system. It does a supreme job of keeping the Cayenne in line. Despite its huge size and weight, it corners flat and with such minimal fuss. There's so little roll that you barely move around in the seat, even when cornering at speed.