2020 Porsche Cayenne vs 2021

What's the difference?

There's no doubting that improvements to straight-line acceleration are always nice – and so is the option to go electric around town – but at the end of the day, the Turbo S E-Hybrid isn't worth the $39,100 premium it commands over the Turbo, which just so happens to be the better drive, anyway.

That said, the Turbo S-E Hybrid Coupe is currently in a league of its own. And contradiction or not, it also proves you can have you cake and eat it, too. So, if being the biggest and baddest means everything to you, there's only one logical choice in the Cayenne range...

Is the Porsche Cayenne Turbo S E-Hybrid Coupe in a league of its own? Tell us what you think in the comments below.

The Cayenne GTS feels like a proper Porsche, with snippets of 911 regularly filtering into this SUV experience. It’s beautifully engineered, fast, and dynamically outstanding, yet practical and super-comfortable when you need it to be. Despite one or two safety and equipment gaps for a car in this part of the market it’s a great option for people who want to have their family cake and eat it with a sports car spoon.

Social call to action (formerly comment call to action): Is the Cayenne GTS your kind of Porsche? Tell us what you think in the comments below.

Porsche finally gave into the 'coupe' SUV craze when it conceived the Cayenne Coupe, which is based on the third-generation Cayenne wagon.

The Coupe and its wagon counterpart are actually quite different, only sharing their bonnets, front fenders and front doors externally.

Indeed, the Coupe has a more steeply angled windscreen (20mm lower at the front edge), the obligatory sloping roofline, redesigned rear doors and chunkier rear fenders.

However, it's the rear end where the differences between the Coupe and wagon are most apparent, courtesy of a swoopier tailgate.

We'd argue the Coupe's best angle is out back thanks to its 18mm increase in track width, and its delicious adaptive boot spoiler that extends up to 135mm when driving faster than 90km/h.

Of course, the E-Hybrid version goes a step further with 'Acid Green' highlights on its badging and brake callipers, which are very cool but certainly not to everyone's taste.

Inside, the Coupe is a familiar affair, sharing its cockpit with the wagon. And yes, the signature grab handles on the centre console carry over.

Conversely, the second row is a massive departure from the norm, with two bucket seats fitted in the Coupe instead of the usual three-seat bench from the wagon, although the latter can be optioned for no extra cost.

To bathe occupants in natural light, a massive fixed panoramic glass roof is standard, although keener drivers might opt for $20,270 'Lightweight Sport' package that substitutes it for a carbon-fibre panel and adds other go-fast bits.

At just over 4.9m long, close to 2.0m wide, and nudging 1.7m high, the current Cayenne is substantial without venturing into over-size, seven-seat SUV territory.

The GTS is also offered as a swoopy five-door coupe, but the more conventional wagon version tested here still manages to dial up the performance personality.

Porsche’s ‘SportDesign’ treatment has been applied liberally, from the body-coloured front apron (with spoiler attached) to the tough (satin black) wheel arch mouldings, as well as specific side skirts and rear apron.

Rims are 21-inch ‘RS Spyder Design’, also finished in satin black, the broad bonnet features a raised ‘power dome’ section in the centre, while the side window trims and twin dual-tube tailpipes look all business in high-gloss black. But it’s not just a cosmetic treatment. 

Large air intakes either side of the main grille include active flaps to balance adequate cooling and aero efficiency. When closed, the flaps reduce air resistance, opening as the need for cooling increases.

Air curtains also allow air to escape from the front wheel arches, accelerating it and helping it ‘stick’ to the car to reduce turbulence, the underbody is almost completely covered to cut drag, and the tailgate incorporates an integrated roof spoiler to help with stability. 

Inside the GTS continues the dynamic theme with leather and Alcantara trim (complete with ‘deviated’ contrast stitching) covering the seats. 

Porsche’s signature five dial instrument cluster under a low arch binnacle is presented with a hi-tech twist in the shape of two 7.0-inch configurable TFT displays flanking the central tachometer. They’re able to switch from conventional gauges, to nav maps, car function readouts, and a lot more.

The central 12.3-inch multimedia screen is seamlessly integrated into the dash, sitting above a broad, tapering centre console. Gloss black finishes, highlighted by brushed metal elements lift the air of quality and sense of occasion. 

When it comes to exterior colours, there’s a choice of seven metallic shades - ‘Jet Black’, ‘Moonlight Blue’ (our test car’s colour), ‘Biskay Blue’, ‘Carrara White’, ‘Quarzite Grey’, ‘Mahogany’, and ‘Dolomite Silver.’ Non-metallic black or whire are no-cost options.

At 4939mm long, 1989mm wide and 1653mm tall, there's no doubting the Turbo S E-Hybrid Coupe is a large SUV, which is a good thing for its occupants.

Those up front are treated to plenty of space, divided by a wide centre console to really amplify that cockpit feel.

There are plenty of storage options, too, with a pair of cupholders located in the middle of the centre console, while a small tray resides in front, perfect for the key fob or some coins.

Behind is a lidded storage bin with a pair of USB-C ports located inside. Yep, there's no USB-A ports to be seen here, so make sure you have a newer cable, or purchase an adaptor if need be – this is clearly a Porsche with two feet (or four tyres) firmly positioned in the future.

Two 12V power outlets can also be found up front alongside a decently sized glove box and big door bins that easily accommodate large bottles.

Porsche claims that by lowering the Coupe's rear seats by 30mm, it offers the same amount of headroom as the wagon. With the driver's seat set for my 184cm height, though, there was less than an inch between my scone and the roof, but that's not too bad for this niche.

There's no such compromise to legroom, however, as I had more than three inches of it to play with alongside an adjustable back rest, making finding the perfect position for longer journeys much easier.

Two cupholders are hidden in the fold-down centre armrest, while map pockets are naturally located on the back of the front seats.

Rear occupants are also treated to their own climate controls and therefore air vents, while two more USB-C ports are found at the rear of the centre console.

Despite Porsche's trickery in the second row, it wasn't able to pull a rabbit out of a hat in the boot, where the Coupe's stylish tailgate has resulted in a 145L reduction in cargo capacity over the wagon (when comparing their Turbo S E-Hybrid forms).

That said, a family friendly 500L is still on offer, even with the electric motor, battery and other componentry in tow. Drop the 40/20/40 split-fold second row and there's 1440L.

Tie-down anchors are located at each corner of the boot floor. There's also a 12V power outlet but no spare wheel for the Turbo S E-Hybrid. Instead, you get tyre sealant and an electric air pump.

Maximum braked towing capacity is 3000kg, while unbraked is 750kg. Porsche's Trailer Stability Management system is standard.

Yes, this a Porsche, with all the performance potential and engineering integrity the name brings with it. But if that’s all you want you’d be reading one of our 911 or 718 reviews.

You’re here for a decent slab of day-to-day practicality to go with your B-road blasting ambitions. And the Cayenne GTS has been designed with family functionality in mind. 

For a start, the car’s generous footprint, including a healthy 2895mm wheelbase, means there’s plenty of space for the driver and front seat passenger, and in this wagon version particularly, lots of head, shoulder and legroom for those in the back.

That said, Porsche describes the rear seating as a ‘2+1’ configuration, recognising the centre position is not an ideal adult-sized, long-distance proposition.

Storage options include a decent glove box, a lidded compartment between the front seats (which doubles as an armrest), a small oddments tray in the front console, extra space under the driver and front passenger seats, door pockets with room for bottles front and rear, as well as map pockets on the front seat backrests.

The cupholder count runs to two in the front, and two in the rear, with connectivity/power options including two USB-C charging/connectivity ports in the front storage compartment, another two (power-only outlets) in the rear, and three 12V power sockets (two in the front and one in the boot). There’s also a 4G/LTE (Long Term Evolution) phone module and Wi-Fi hotspot.

Boot volume is 745 litres VDA (to the upper edge of the rear seats), and you can play with the space courtesy of manual fore/aft and backrest tilt adjustment on the back seat.

A netted section on the passenger side of the cargo space is handy for keeping small items under control, while tie-down anchors are in place to help keep bigger things secure.

Drop the 40/20/40 split-folding rear seat and capacity grows to 1680 litres (measured from behind the front seats to the roof), Utility is further enhanced by an auto tailgate and the ability to lower the rear by 100mm (at the touch of a boot-mounted button). Just enough to make loading big, heavy stuff that little bit easier.  

The spare is a collapsible space saver, and those keen on hooking up the van/boat/horse float will be happy to know the Cayenne GTS’s braked trailer towing capacity is 3.5 tonnes (750kg unbraked).

But bear in mind, while ‘Trailer Stability Management’ and ‘preparation for towbar systems’ are standard, the actual hardware isn’t.

The GTS sits in the middle of Porsche's six model Australian Cayenne line-up, and cost-of-entry is $192,500, before on-road costs.

That puts it in the same price (and performance) ballpark as the BMW X5 M Competition ($209,900), Maserati Levante S GranSport ($182,490), Range Rover Sport HSE Dynamic ($177,694), and Mercedes-AMG GLE 63 S ($230,400).

Quite the competitive set, and beside the powertrain and standard safety tech, covered later in this review, the Cayenne GTS boasts an impressive standard equipment list, including, leather trim (with Alcantara in the seat centres), as well as heated and eight-way electrically-adjustable sports front seats (with driver’s side memory). The Alcantara also extends to the front and rear (door) armrests, front centre console, roof lining, pillars, and sunvisors.

‘Comfort’ front seats (14-way electric with memory) are a no-cost option, which is nice, but I reckon front seat cooling should be standard, while it’s actually a $2120 option.

Also included is a leather-trimmed, multi-function sports steering wheel (with gearshift paddles), heated electrically-folding exterior mirrors, dual-zone climate control, rain-sensing wipers, a panoramic roof, twin hi-res, configurable instrument displays, keyless entry and start, a head-up display, and cruise control.

The 12.3-inch central multimedia screen provides access to the Porsche Communication Management (PCM) system including nav, mobile phone connection (with voice control), the 14-speaker/710-watt Bose ‘Surround Sound System’ (including digital radio), Apple CarPlay, and a range of ‘Porsche Connect’ services.

Also included are tinted LED headlights, featuring the ‘Porsche Dynamic Light System’ (adjusts dipped beam range in line with road speed), ‘four-point’ LED daytime running lights, tinted LED tail-lights (with three-dimensional P-O-R-S-C-H-E lighting graphics), plus four-point brake lights.

Even in this premium part of the market that’s a healthy basket of standard fruit, but it’s worth noting the performance-enhancing, multi-data readout providing ‘Sport Chrono Package’ (as fitted to our test car) adds $2300. I reckon if you’ve come this far, it’s worth adding for that extra bit of fizz.

If you thought the Turbo's 404kW/770Nm 4.0-litre twin-turbo V8 was pretty neat, the Turbo S E-Hybrid has news for you: an additional 100kW/400Nm electric motor. Yep, petrol power is simply not enough for the Cayenne flagship.

The bent eight's twin-scroll counter-rotating turbochargers are located between the cylinder banks, otherwise known as the 'hot V' configuration.

This layout optimises packaging and improves throttle response by shortening the length of the exhaust plumbing to the turbochargers and the distance compressed air travels back to the intake side of the engine.

Iron coating of the cylinder linings and a chrome nitrite finish on the piston rings are claimed to improve durability and reduce oil consumption by up to 50 per cent when compared to Porsche's previous 4.8-litre naturally aspirated V8.

Electric power is drawn from a 14.1kWh lithium-ion battery, which can be recharged in about six hours when using a domestic power socket.

The Turbo S E-Hybrid is mated to an eight-speed torque-converter automatic transmission, with drive sent to all four wheels via a variable system built around an electronically variable, map-controlled, multi-plate clutch.

The Cayenne GTS is powered by Porsche’s (EA826) 4.0-litre V8 engine, an all-alloy, 90-degree unit featuring direct-injection, ‘VarioCam’ variable valve timing (on the intake side), and a pair of twin-scroll turbos to produce 338kW from 6000-6500rpm and 620Nm from just 1800rpm all the way to 4500rpm.

This engine is also used in several Panamera variants, as well as VW Group models from Audi (A8, RS 6, RS 7, RS Q8) and Lamborghini (Urus). In all installations the twin-scroll turbos are mounted in the engine’s ‘hot vee’ for optimal packaging and short gas paths (from the exhaust to the turbos and back to the inlet side) for quick spool up. 

Drive goes to all four wheels via an eight-speed ‘Tiptronic S’ (torque converter) automatic transmission, and the ‘Porsche Traction Management’ (PTM) system, an active AWD set-up built around an electronically-variable multi-plate clutch.

Considering the performance on offer, the Turbo S E-Hybrid's claimed fuel consumption is staggering, at 4.4 litres per 100 kilometres on the combined cycle test (ADR 81/02). This goes along with carbon dioxide emissions of just 100 grams per kilometre.

However, during its local launch, we averaged 11.1L/100km over 300km of driving heavily skewed towards highway stints and therefore not taking full advantage of the electric motor's efficiency in city areas.

Either way, the Turbo manages 12.3L/100km and 280g/km, or nearly triple those claimed figures. There's no doubting, then, that the Turbo S E-Hybrid is kinder to the hip pocket in the long run.

The latter also has the option of electric-only driving, with its claimed zero-emissions range set at 40km. Due to our extensive highway driving at the local launch, we weren't able to assess how it stacks up in the real world.

The minimum fuel requirement for the Turbo S E-Hybrid is 95 RON premium unleaded, and you'll need 75 litres of it to fill its tank.

Porsche’s official fuel economy figure for the Cayenne GTS, on the ADR 81/02 - urban, extra-urban cycle, is 12.2L/100km, the 4.0-litre twin-turbo V8 emitting 276 g/km of C02 in the process.

To minimise fuel use, at low engine speeds, under modest torque load, Porsche’s ‘Adaptive Cylinder Control’ interrupts the injection process for one of the cylinder banks, and the V8 temporarily becomes an in-line four. 

In a piece of typical Porsche attention to detail, while the car is operating in this mode the cylinder bank is changed every 20 seconds to ensure a uniform flow through the catalytic converters.

Despite this tricky tech, a standard stop/start system, and the ability to coast in certain situations (the engine is physically decoupled to reduce its braking effect), over a week of city, suburban, and some freeway running, we averaged 16.4L/100km (at the pump), which is a miss, but not a massive one, and we saw an average of 12.8L/100km over a weekend highway road trip.

Recommended fuel is 98 RON premium unleaded although 95 RON is acceptable at a pinch. Either way, you’ll need 90 litres of it to fill the tank, which is enough for a range of just under 740km using the factory economy figure, and close to 550km based on our real-world number.

Make no mistake, the Turbo S E-Hybrid is an absolute weapon in a straight line.

Porsche claims it sprints from a standstill to 100km/h in a scarcely believable 3.8 seconds. We say scarcely believable because the Turbo S E-Hybrid feels much quicker than that in reality due to the sheer violence of its initial shove.

Either way, it's only a tenth of a second quicker than the Turbo on paper, which hardly makes sense given its 96kW/130Nm advantage.

Well, it all comes down to weight; the Turbo S E-Hybrid is 335kg porkier (sorry, we had to) than the Turbo, but more on that later.

The instant torque of the electric motor is key to this visceral experience, of course, but it's certainly helped along by the hard-hitting 4.0-litre twin-turbo V8. Well, we're understating it a little bit.

Either way, full-attack mode is only a push of the steering wheel's 'Sport Response' button away, with 20 seconds of savage acceleration on hand to help overtaking manoeuvres and the like.

Given how devastating the performance is, you'd be hoping to wash away speed with ease. Well, how does a set of carbon-ceramic brake discs sound? Not good enough? Okay, we'll raise you 10-piston callipers up front and four-pot stoppers at the rear.

It goes without saying that they're more than up to the task, and brake pedal feel is predictably good... unless you are driving around town with electric power only, at which point it instantly becomes wooden.

Inconsistency here is a hallmark of PHEVs, partly due to their regenerative braking systems, which use kinetic energy to gently recharge the battery using while on the move.

Despite being somewhat eco-friendly, the Turbo S E-Hybrid has one hell of a soundtrack to accompany its speed, with it easily confused with gunfire when on the overrun.

Granted our test vehicle was fitted with the optional sports exhaust system, but it still sounded phenomenal, so it's a must-have, no matter the cost.

Now it's time for a fun fact: the Cayenne takes its Turbo S E-Hybrid powertrain from the Panamera, but it makes one significant change...

While both models feature an eight-speed automatic transmission, the former goes for a torque-converter unit instead of the latter's dual-clutch set-up.

This is big news as smoother gear shifts result, particularly at low speed, all while not sacrificing that much in the way of quickness when driving with intent. It's so good, in fact, you hardly notice it doing its thing.

Sporting intent or not, the Turbo S E-Hybrid still gets three-chamber air suspension with adaptive dampers as standard, which sounds like an amazing combination on paper.

In reality, it rides really well, particularly at speed, but a damper (pun intended) is put on this suppleness by its 22-inch alloy wheels, which are wrapped in low-profile tyres and manage to catch sharper road edges with ease, even in the comfiest setting.

Adjustment of these suspension settings, and that of the engine and transmission, are enabled by the Sport Chrono package's drive mode selector, which cycles through the obligatory Normal, Sport, Sport+ and Individual options.

The Turbo S E-Hybrid does, however, go one step further with E-Power and three hybrid modes: Hybrid Auto gives you the best of both worlds, while E-Hold maintains the battery's current level of charge, and E-Charge does a brilliant job of recharging it while on the move – at the cost of fuel consumption, of course.

Handling-wise, the Turbo S E-Hybrid is both a revelation and a relative disappointment. As we alluded to earlier, it comes with a significant weight penalty – one that cannot be ignored when attacking the twisty stuff.

Yes, the adaptive dampers and active anti-roll bars do a brilliant job of managing body roll (particularly the latter), but there's no denying 2535kg.

By comparison, prior experience shows the Turbo is much lighter on its feet, although it is a heavy proposition in its own right.

Either way, the variable all-wheel-drive system on hand has torque vectoring, helping to provide next-level grip. Push hard into a bend and it simply won't budge, and the tyres barely make a whimper – it's impressive... most impressive.

And as we all know, Porsche loves to deliver a steering masterclass from time to time, and the Turbo S E-Hybrid is its latest instalment.

Yes, the power steering is electro-mechanical, but that doesn't mean its without feel. This is also a variable-ratio set-up, which means its lighter and easily manoeuvrable at low speeds and heavier and very stable at high speeds.

Our test vehicle was also fitted with rear-axle steering, a $4300 option, which makes for even sharper turn-in when carving up corners, or a smaller turning circle when navigating car parks and the like.

This is where you have to suspend disbelief, because in a more logical world the idea of creating a high-riding, 2.1-tonne, five-seat SUV, and then engineering it to accelerate and handle like a low-slung, lightweight, sports car wouldn’t exist.

And it feels like that’s the mystery Porsche’s engineering boffins in Zuffenhausen were grappling with for the first half of the Cayenne’s (so far) close to 20-year lifespan. How do we deal with this? How do we make it look and feel like a Porsche?

Over the last 10 years the Cayenne has evolved into a unified, recognisably Porsche, dynamic package. And clearly, with the third generation version of the car, those white-coated techs have wrapped their heads around the concept fully, because this GTS is a great drive.

First, some numbers. The ‘standard’ Cayenne GTS is claimed to accelerate from 0-100km/h in 4.8 seconds, 0-160km/h in 10.9sec, and 0-200km/h 17.9sec, which is properly rapid for such a solid beast.

Add the optional ‘Sport Chrono Package’ (which in part tweaks the chassis, engine and transmission tune) and those numbers drop to 4.5sec, 10.6sec, and 17.6sec, respectively. In-gear acceleration is similarly sharp, with 80-120km/h covered in just 3.2sec. In its indigenous habitat this is an autobahn left-lane bruiser, able to achieve a maximum velocity of 270km/h. 

The 4.0-litre V8 sounds appropriately gruff, with enough gas flow getting past the turbos to fire up the standard sport exhaust system, complete with twin dual-tube tailpipes.

Porsche collaborated with ZF to create the 'Tiptronic' sequential automatic transmission three decades ago and has been honing its performance ever since. More forgiving than the brand’s ‘PDK’ dual-clutch auto, this eight-speed is governed by an algorithm that helps it adapt to the driver’s style.

Trundle around in D and the transmission will shift for maximum economy and smoothness. Pick things up to a more enthusiastic pace and it will start to upshift later and downshift earlier. It’s simply brilliant, but direct engagement via the wheel-mounted shift paddles is always available.

With maximum torque of 620Nm available from just 1800rpm all the way to 4500rpm pulling power is strong, and if you need to light the afterburners for a safe overtake, peak power (338kW/453hp) takes over from 6000-6500rpm.

Porsche has gone to great lengths to keep weight under control. Sure, 2145kg doesn’t exactly qualify the GTS for the featherweight division, but the body is a steel/aluminium hybrid, with the bonnet, tailgate, doors, side sections, roof, and front wings in aluminium.

And thanks to adaptive air suspension, working in concert with a multi-link set-up front and rear, the Cayenne is able to seamlessly, and almost instantly, morph from serene suburban cruiser to a more buttoned-down, satisfyingly responsive machine.

Dialled in for comfort the GTS is quiet and soaks up city and suburban surface imperfections without a single bead or perspiration appearing on its forehead.

The multi-adjustable front seats feel as good as they look, and with the flick of a few buttons it applies a grippy bear hug. 

Head for your favourite set of corners and ‘Porsche Active Suspension Management’ (PASM) can drop the GTS an extra 10mm, and the precise electro-mechanically assisted steering combines progressive turn-in with good road feel.

And on top of all the technical help, including ‘Porsche Torque Vectoring Plus’ (to help keep understeer in check), mechanical grip from the monster Z-rated Pirelli P Zero rubber (285/40 fr / 315/35 rr) is immense.  

Then, when it comes to washing off speed, an especially important consideration given this car’s performance potential and towing capability, braking is professional-grade with large, internally vented discs all around (390mm fr / 358mm rr) clamped by six-piston aluminium monobloc (fixed) calipers at the front and four-piston units at the rear. They inspire confidence with a smooth, progressive pedal and strong stopping power.

The Cayenne hasn’t been assessed by ANCAP but scored a maximum five Euro NCAP stars when it was tested in 2017. And the GTS plays a solid, if not spectacular safety game.

Active safety tech includes the usual suspects like ABS, ASR, and ABD, as well as ‘Porsche Stability Management’ (PSM), ‘MSR’ (engine drag torque control), lane change assist, blind spot warning, ‘ParkAssist’ (front and rear with reversing camera and ‘Surround View’), tyre pressure monitoring, and trailer stability management.

‘Warn and Brake Assist’ (Porsche-speak for AEB) is a four-stage, camera-based system with pedestrian and cyclist detection. First the driver receives a visual and audible warning, then a braking jolt if there’s increasing danger. Driver braking is reinforced up to full pressure if necessary, and if the driver doesn’t react, automatic emergency braking activates.

But some crash-avoidance features you’d reasonably expect to see in the standard spec of a close to $200K car sit on the options list, or aren’t available at all.

‘Lane Keeping Assist’ will set you back $1220, ‘Active Lane Keeping’ (including ‘Crossroad Assist’) adds $1300, while ticking the ‘Active Parking Support’ (self-parking) box tips in $1890. And weirdly, there’s no rear-cross traffic alert offered, full stop.  

The scales start to swing back in the GTS’s favour when it comes to passive safety, with no less than 10 airbags on board (driver and front passenger - front, side, and knee, rear side, and side curtains covering both rows).

An active bonnet is designed to minimise pedestrian impact injuries, and there are three top tether points across the rear seat, with ISOFIX anchors on the two outer positions for safe location of baby capsules/child seats. 

Like all Porsche models sold in Australia, the Turbo S E-Hybrid comes with a three-year/unlimited-kilometre warranty, which like that of Mercedes-Benz, BMW and Audi, lags behind the mainstream players, the majority of which offer five or more years of coverage.

That said, a 12-year/unlimited-kilometre rust warranty is also bundled in, while the Turbo S E-Hybrid goes a step further with eight years or 160,000km of coverage for its battery.

Service intervals are every 12 months or 15,000km, whichever comes first. Capped-price servicing isn't available, with Porsche dealers determining how much each visit costs.

The Cayenne is covered by Porsche’s three year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty also included. Off the mainstream pace, but on par with most other premium players (Mercedes-Benz and Genesis being the exceptions at five years/unlimited km).

‘Porsche Roadside Assist’ provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer.

The main service interval is 12 months/15,000km. No capped price servicing is available with final costs determined at the dealer level (in line with variable labour rates by state/territory).