Porsche Cayenne Coupé review

Buying a coupé used to get you two doors, a low-slung driving position and tiny rear seats. But not any more: the Porsche Cayenne Coupé and its rivals now deliver SUV practicality to go with their swoopy styling.

True, the Cayenne Coupé has a lower roofline, a more steeply angled rear window and narrower rear side windows than the regular Porsche Cayenne, so it's not quite as airy inside. However, it's still a big, family-friendly car.

What's more, as with the regular Cayenne, Porsche recently gave the Coupé an overhaul, which included refreshing the exterior, completely redoing the interior, upgrading the engines and making various technical tweaks in an effort to improve the already impressive handling.

There's even a new range-topping model – the catchily named Cayenne Turbo E-Hybrid Coupé with GT Package – with the sort of performance to worry even ultra-rapid sports SUVs such as the Audi RS Q8 and Lamborghini Urus.

So should you choose a Porsche Cayenne Coupé over those two extreme cars and other rivals, including the BMW X6 and Mercedes GLE Coupé? Let's find out...

All versions of the Porsche Cayenne Coupé are quick, starting with the entry-level turbocharged 3.0-litre V6 petrol model that produces 349bhp and accelerates from 0-62mph in 5.7 seconds. Its engine feels a little strained at the top of the rev range, though, so if you can afford to pay extra and get the Cayenne S Coupé, we would.

The S has a 4.0-litre turbocharged V8 with 468bhp, which makes it feel much gutsier and gets you from 0-62mph in just 4.7 seconds. Or there's the GTS, which ups the V8's power to a colossal 493bhp and is capable of 0-62mph in 4.4 seconds. As a bonus, the V8 engines in these models sound much more intoxicating than the V6 – especially at higher revs and with the sports exhaust switched to its Loud mode.

What if you fancy something even more mind-bending? Well, you could try the range-topping Cayenne Turbo E-Hybrid Coupé with GT Package, which will rocket you from rest to 62mph in an organ-pummelling 3.6 seconds. As a plug-in hybrid (PHEV), it harnesses the power of both a petrol engine and an electric motor to deliver that extraordinary pace.

Alternatively, if that sounds a bit over the top but you like the idea of a PHEV Cayenne, there are the E-Hybrid and S E-Hybrid models. They produce 464bhp and 512bhp respectively, and can officially manage almost 50 miles on battery power alone (although the real-world range is likely to be shorter).

Most Cayenne Coupés get conventional steel springs as standard, although the air suspension set-up that's fitted to the S E-Hybrid and Turbo E-Hybrid is available as an option on other models.

So far we've tried cars equipped with air suspension – and the good news is that it delivers a surprisingly comfortable ride. It's not as supple as that of an air-sprung Range Rover Velar but the Cayenne Coupé never crashes or jars around town (you actually hear impacts more than feel them).

At higher speeds body control is exceptional. There's no float, and any bounce from undulations is dealt with quickly and assuredly.

The Coupé's lower centre of gravity helps it offer an even sharper driving experience than equivalent versions of the regular Porsche Cayenne. That said, it's the non-hybrid models that are generally the most engaging, offering fantastic precision and fluidity.

The GTS is particularly impressive, thanks to a 20mm lower ride height and standard Porsche Torque Vectoring Plus – a system that can automatically brake the inside rear wheel to improve agility. The hybrids tend to be least impressive because of their extra weight (mainly from the batteries).

That said, the GT Package that's available on the Turbo E-Hybrid Coupé brings enhanced aerodynamics, a lightweight carbon-fibre roof, custom suspension and wider front wheels, with spectacular results. Cars so equipped turn in to corners beautifully, and unlike the regular Turbo E-Hybrid, feel interactive and playful.

It’s worth noting that adding optional four-wheel steering makes any Cayenne Coupé feel keener to turn in as you tackle tight, low-speed bends, while also bringing even greater high-speed stability.

The V8 rumble in the Cayenne S and GTS fades to a barely perceptible background hum at motorway speeds (as long as you've switched off the sports exhaust of course). Meanwhile, the 3.0 V6 in the entry-level Cayenne Coupé and the E-Hybrid is respectably subdued at a steady cruise.

As for the E-hybrid models, they're as hushed as you'd expect when running in electric mode, with just a bit of tyre roar and suspension patter. However, their regenerative brakes result in an inconsistent brake pedal. Non-PHEV versions offer much more precise braking.

All Cayennes come with an eight-speed automatic gearbox that glides between ratios smoothly in normal driving, and is suitably responsive when you decide to take control using paddles behind the steering wheel.

“For me, the most impressive thing about the Cayenne Coupé is the way the S and GTS combine their stunning agility with good ride comfort – at least if you specify them with air suspension.” – Steve Huntingford, Editor

The Porsche Cayenne Coupé's eight-way electrically adjustable driver's seat doesn't include lumbar adjustment, so it's worth upgrading to at least the optional 14-way seats, or the 18-way sports seats, which have extra bolstering to hold you in place better during cornering.

Still, the steering wheel has plenty of adjustment, and you should have no problem seeing the curved digital driver's display behind the steering wheel.

The air-conditioning controls are unhelpfully low down on the dashboard, and some functions are accessed using touch-sensitive pads rather than proper buttons. However, you do get proper switches for changing the interior temperature.

Your view forwards is good, but the Cayenne Coupé's swoopy roofline means visibility to the rear is more obstructed than it is in the regular Porsche Cayenne. Fortunately, you get front and rear parking sensors, and a rear-view camera as standard (a 360-degree camera is available as an option).

Bright LED headlights are standard and help make driving at night less stressful. They can be upgraded to adaptive matrix LED headlights (standard on the Turbo GT), which can be left on main beam all the time without dazzling other drivers.

The 12.3in infotainment touchscreen in the centre of the Cayenne Coupé's dashboard has sharp graphics and is responsive when you touch it. The icons are mostly a good size, too, although the sheer number of them means the system can be a bit distracting to use when you're driving.

We prefer the iDrive infotainment in the BMW X6 because it includes a dial that you twist and push to control the system.

The Cayenne Coupé has Android Auto and Apple CarPlay smartphone mirroring, and the 10-speaker stereo can be upgraded to either a 710W 14-speaker Bose system or a 21-speaker Burmester set-up with 1455 watts.

As we've come to expect from Porsche, the Cayenne Coupé's interior is really plush and impressive. It features dense, squidgy plastics, supple leather and switches that operate with slick precision.

You can add an extended leather pack for the dashboard and doors, and chose from a variety of colour schemes and dashboard finishes.

It could be argued that you get more glitz with the Mercedes GLE Coupé and more wow factor with the Lamborghini Urus, but in terms of perceived quality, the Cayenne Coupé is up there with the very best.

“The fully digital instruments help the Cayenne Coupé feel bang up to date, but I like the way Porsche has kept the rev counter in the middle, where it's historically placed it.” – Neil Winn, Deputy Reviews Editor

The Porsche Cayenne Coupé is a big car, and no matter how tall you are, you should have plenty of head and leg room in the front. Shoulder room is generous and there’s no risk of you and your front passenger banging elbows.

Wide door bins add to the practicality, as does the selection of other cubbies, which include a good-sized storage space under the front armrest.

This is one area where there’s a noticeable difference between the regular Porsche Cayenne and this coupé SUV version. That's because of the Coupé's swooping roofline and standard panoramic glass roof (except in the Turbo E-Hybrid Coupé with GT Pack, which has a carbon-fibre roof).

There's still enough space for six-footers, because the seat bases are mounted slightly lower down to compensate, but this does mean that passengers' knees are pushed a little higher.

You get four rather than five seats as standard, with a storage tray running between the rear two. Fortunately, you can swap that set-up for a five-seat layout at no extra cost.

The rear door bins are not as big as the ones in the front, but you can fit a 500ml bottle in each. Meanwhile, an armrest with two cupholders folds down out of the rear bench.

The four and five-seat arrangements both offer rear seats that can be slid forwards and backwards to prioritise rear leg room or boot space. You can vary the angle of the backrests to improve comfort, and the seats split and fold 40/20/40.

As is the case with the driver’s seat, the front passenger’s seat is electrically adjustable but doesn't have lumbar support adjustment unless you upgrade to 14-way powered seats.

While the regular Cayenne has 772 litres of luggage space beneath its load cover, the Cayenne Coupé makes do with 592 litres (or 434 litres if you go for one of the E-Hybrid models).

Fortunately, that still leaves plenty of room for suitcases, with the boot's usefully square shape helping. That said, there is a bit of a load lip at the entrance for you to heave heavy luggage over.

“When the rear seats of the Cayenne Coupé are folded down, they lie at a slight angle instead of completely flat, but I reckon you'd still find it easy enough to slide in flatpack furniture.” – Steve Huntingford, Editor

The entry-level V6 Porsche Cayenne Coupé and the V8 S and GTS are in the top bracket for benefit-in-kind (BIK) tax so any of them will be astronomically expensive to run as a company car. The E-Hybrid versions attract far less BIK tax, thanks to their relatively low CO2 emissions and impressive electric-only ranges. 

If you're buying privately, though, the pure petrol versions make far more sense and should hold on to their value well. This helps make monthly PCP repayments a little more palatable. Just don't expect cheap fuel bills – you'll be lucky to average much more than 20mpg in the V8s.

All the E-Hybrid models have a 25.9kWh PHEV battery with a maximum charging rate of 11kW. It should take just under four hours to charge up using a 7kW home wall box.

Standard luxuries include cruise control, heated front seats, two-zone climate control, keyless start, 19in or 20in alloy wheels, power-folding door mirrors and a powered tailgate. You have to pay extra for adaptive cruise control and keyless entry.

The Turbo adds 21in alloy wheels (22s come as standard on Turbo S E-Hybrid and Turbo GT models), a sports exhaust, lowered sports suspension, and heated front and rear seats with full leather or Alcantara.

If you want lots more toys for your money, look instead at the Audi Q8 or the Mercedes GLE Coupé.

Porsche finished 20th out of 32 manufacturers in the 2023 What Car? Reliability Survey. That’s below BMW but above Audi, Mercedes and Land Rover. It's worth noting that the main reason it didn't finish higher is the high cost of repairs once the cars were out of warranty rather than a large number of faults.

The Cayenne Coupé comes with a three-year, unlimited-mileage warranty, which is par for the course among sports SUVs. You also get European breakdown cover for the first three years of ownership.

The Cayenne was awarded a full five-star rating when it was tested for safety by Euro NCAP in 2017, but dropped quite a few points for child occupant crash protection compared with the best performing rivals.

All versions comes with automatic emergency braking (AEB) with pedestrian detection as standard, as well as traffic-sign recognition and lane-keep assist, but you have to pay extra for blind-spot monitoring.

An alarm is standard across the range, and the security experts at Thatcham Research awarded the car five stars out of five for its resistance to being stolen and four stars for guarding against being broken into.

“The E-Hybrid models have a maximum charging speed of 11kW, so you won't put a lot of electricity back into the battery in the time it takes to stop for a comfort break.” – Will Nightingale, Reviews Editor

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