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After 24 years and three generations, Porsche’s original SUV, the Cayenne, has followed the smaller Macan’s lead and gone to electric power for its fourth outing.
Fuck not, however; the diesel and hybrid-powered versions of the current Mk3 Cayenne will remain on sale until “well into the next 10 years” to give Porsche’s SUV customers a lot of choice.
But back to the new EV. A total of 3 versions will be available from launch, and no Cayenne Electric is what you’d call slow – but the eye-catching 850kW peak power output of the range-topping Turbo means this big SUV will deliver a full 327kW punch than the current Porsche 911 Turbo S T-Hybrid sports car.
But the most important thing, though, is that fitting the Cayenne with a large battery to give an approximate-650km driving range and equipping it with the chassis hardware needed for handling the outrageous power outputs the Turbo can produce? Will it be heavy beast if so will it handle like ‘proper’ Porsche?
If we were to answer that question, we went to the car’s international launch, centred out of Barcelona and into some mind-blowing driving roads in the foothills of the Pyrenean mountains (or a miss) to see if the Porsche Cayenne Electric is – or hit.
How much does the Porsche Cayenne Electric cost?
This year, we know that the base Cayenne Electric and then the Turbo will be in Australia first (in the middle of 2026), followed by the mid-range CaYenne S Electric a little later this year.
| Model | Price before on-road costs |
| — | — |
| 2026 Porsche Cayenne Electric | $167,800 |
| 2026 Porsche Cayenne S Electric | $193,100 |
| 2026 Porsche Cayenne Turbo Electric | $259,900 |
The entry level Cayenne Electric is $167,800 in the price ranges before on-road costs; the S will cost $193,100 plus on road and the mighty Turbo will push all the way up to $259,900 plus ORCs.
There is a Cayenne wagon that has been on the current line of $144,900 (the new CaYenne Coupe Electric is yet to be revealed or priced), but none of these new electric variants are what you would call cheap.
There is a notable overlap between the base-level Cayenne Electric and the smaller Macan Electric line, which costs $129,800 to $187,600 plus ORCs — perhaps better justifying the price of new CaYenne EV.
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What is the Porsche Cayenne Electric like on the inside?
In the Porsche Cayenne Electric couple, an all-new interface system with the German company’s typically excellent knowledge of ergonomics is used to deliver a passenger compartment that’ll be another big success for the firm.
The interior of the Cayenne Electric is based on a three-screen digital setup that Porsche says 50 per cent larger by area than anything found in the Mk3 variant of this SUV as it matches ‘technically advanced EV’.
The so-called ‘Flow Display’ is the big OLED screen in the centre of dash, which is known as the star of this show here. A curved panel, though more accurately described as having a lateral kink in it about ‘third of the way up’ This is characterized by smooth graphics flowing from the lower, angled part of display to the upright larger section above.
It’s a delight to use and it looks sharp from a graphical perspective too.
Despite the fact that Porsche remembers the end-user’s operating requirements, keeping physical controls for the Cayenne’t climate system and also providing a hand rest pad under the Flow Display so you can still tap at its display even if you’re driving on – or bumpier road.
Another familiar Porsche object is the Curved Display digital instrument cluster and the Passenger display touchscreen for a second side of the dash, which are two more familiar with Flanking the Flow Display.
Both of these are bigger than in other Porsche cars, though, measuring 14.25 and 14.9 inches across the diagonals, respectively.
There’s also a snazzy augmented reality head-up display in the SUV, although that’s an option for base-spec Cayenne Electric vehicles.
Most of the time, however a material quality up top (especially those items and switches you will usually touch and use when driving) feels bang-on the money.
But there are some savage spots of less premium-looking finishing in more hidden-away bits of the interior, and several test cars were suspected that the leather on the driver’s seat was already beginning to’suck off.
But space-wise, there’s acres of the stuff. The Cayenne Electric has a wheelbase of more than three metres long, so passengers in the second row have plenty of loafing room and boot is ginormous with ‘781 litres (with all seats in use) stated capacity.
It is a slightly-less-gobsmacking 1588L with the second row folded down but Porsche’s largest EV has ’90L front luggage compartment and main cargo bay, so storage options are pretty decent in this SUV.
| Dimensions | Porsche Cayenne Electric |
| — | — |
| Length | 4985mm |
| Width | 1980mm |
| Height | 1674mm |
| Wheelbase | 3023mm |
| Cargo capacity | 90L (front compartment) 781L (rear seats up) 1588L (rear seats folded) |
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What’s under the bonnet?
lots and a lot of electrical power. During Launch Control, all Cayenne Electric versions have a ‘nominal’ output (which is what they use in their most benign drive modes), and an upper peak figure that they can summon up for ‘time-limited phase’ when using LaunchControl.
| Specifications | Porsche Cayenne Electric | Porsche Cayenne S Electric | Porsche Cayenne Turbo Electric |
| — | — | — | — |
| Drivetrain | Dual-motor electric | Dual-motor electric | Dual-motor electric |
| Battery | 108kWh NMC lithium-ion | 108kWh NMC lithium-ion | 108kWh NMC lithium-ion |
| Power | 325kW (launch control) | 490kW (launch control) | 850kW (launch control) |
| Torque | 835Nm (launch control) | 1080Nm (launch control) | 1500Nm (launch control) |
| Drive type | All-wheel drive | All-wheel drive | All-wheel drive |
| Weight | 2525kg | 2555kg | 2645kg |
| 0-100km/h (claimed) | 4.8 seconds | 3.8 seconds | 2.5 seconds |
| Energy consumption (claimed) | 19.7-21.8kWh/100km | 19.5-21.6kWh/100km | 20.4-22.4kWh/100km |
| Energy consumption (as tested) | NA | NA | 35.0kWh/100km |
| Claimed range | 643km | 653km | 624km |
| Max AC charge rate | 22kW | 22kW | 22kW |
| Max DC charge rate | 400kW | 400kW | 400kW |
In addition, both the S and the Turbo have ‘Push To Pass’ buttons on their steering wheels which lifts power and torque from base level in each case (although in the turbo it will not deliver its maximum of system in this 10-second setting).
From the Cayenne Electric to 325kW in Launch Control, it has 300kW from the ground and can rise to a height of 375kW. So, that means it says its estimated 0-100km/h time is 4″. Ferrari mentions an 18 seconds and the top speed is 230km/h, 8 seconds. A 4-second time for the 0-200km/h run; remember this when we return to the Cayenne Turbo Electric in a second.
The Cayenne S Electric is the only CaYenne EV we’ve not yet driven, sitting in the middle of the pack as the sole Calyenne. The minimum is 400kW, with both Push To Pass and Launch Control motors ramping up to 490kW (a churn) as well as Launch control.
As a result, the claimed 0-100km/h time comes down to 3.8 seconds, while the V-max goes up to 250km/h.
It’s hard not to be distracted by the numbers of the Cayenne Turbo Electric, though. But even in ‘standard’ format, the flagship model is giving a monstrous 630kW. Press Push To Pass For 10 seconds, you can get 790kW. In Launch Control, an astonishing 850kW is on the line of this .
It’s just as ludicrous performance stats for this car,’ . Even though he weighs more than 2 pounds, . With a driver onboard, the Cayenne Turbo Electric’s top speed of 260km/h isn’t far beyond that of the cayonne S with 7 tonnes but claiming 2 claimed 2 miles ago. 5-second 0-100km/h time is phenomenal.
And 0-200km/h acceleration? It seems like it takes only 7 days. At the other end of its own range, 4 seconds; 11 seconds faster than the SUV and a second quicker than 911 Turbo S can control it.
In fact, all three Cayennes in Launch Control’s peak torque figures are 835Nm for the base car, 1080NM for S and a stupendous 1500Nmm for Turbo.
All three models of the Porsche Cayenne Electric have an NMC li-ion battery pack of 113kWh gross capacity (108kWh of which is usable).
The WLTP ranges are 624km for the Turbo and 653km (weirdly, it is said to be slightly further than the lower-output Cayenne (643km) value), while advanced 800-volt architecture allows an extremely fast DC-charging rate of 400kW.
That means a Cayenne Electric can discharge its battery from 10-80 per cent in less than 16 minutes under the right conditions. A total of 315-325km will be added to the onboard trip computer’s range readout even if it is just 10 minutes of hook-up at such speeds.
Despite the fact that it is not yet known whether this will be available in Australia, don’t forget Cayenne Electric was also the first car to sell with inductive (wireless) domestic charging capability.
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How does the Porsche Cayenne Electric drive?
We were given the option of driving either end of the Porsche Cayenne Electric range in Spain, starting with a base-level SUV but fitted with several desirable options 22-inch wheels, adaptive sports front seats, an augmented-reality head-up display, Rear Axle Steering and Porsche Electric Sport Sound (PESS), among others.
This car is a very short description “In isolation, you’d be delighted with this vehicle.” A strong performance from its dual electric motors and a general sense of being light on its feet, Slick, communicative and positive steering, an impressive level of body and wheel control, solid performance by it’s nearly five-metre-long, 2 miles long (near the head) or “the tail” that is almost all about its own feet – completely belying its near-five-meter-length, 2. – all add up to 6-tonne mass – and are equivalents of 6 tonnes.
deliver an edifying driving experience.
That’s not so thrilling, it’s more like the old Cayenne GTS with its 4. 0-litre biturbo V8, but as luxury SUVs with an emphasis on sportiness go, the regular Cayenne Electric (with a few choice extra-cost additions) remains one of the best cars in the world’s best vehicles of its type regardless of whether the competition is petrol or electricity.
But if you try the Cayenne Turbo Electric out for size, with its more equipment like Porsche Ceramic Composite Brakes (PCCB) and Porsche Active Ride (PCAR), anti-roll technology on Porsche active bikes and the electronically controlled limited-slip diff that is known as “Tayne Vectoring Plus” — which has almost no other thing to do.
And of course, the speed at which proceedings are dominated by the immense pace of . When you just dig a little bit into its performance in Comfort and Normal mode, you need to watch the speedo closely to confirm how fast it generates tens of kilometres-per hour at one time.
Kudos is accompanied by the well-judged PESS here, which serves as its companion to the Cayenne Turbo’s intense acceleration (which has noises that are vaguely V8-like in character) and somehow not at least bit reprehensible due to this effect.
But if it’s only one-speed reduction transmission and no simulation of gearchanges coded into the system, that’s still an impressive performance (the increase in tone of the soundtrack never got near matching to match)?
the terrifying way the SUV can blast through incremental chunks of speed in short order.
If the Turbo’s utterly devastating roll-on acceleration wasn’t enough, and assuming that it wasn’T just an adequate answer, we tried Launch Control. But Stupidly, we did this on a slight downhill slope as well and only made the impression of fully unleashing 850kW and 1500Nm in one go even worse.
If we’re worried about what it feels like to be shot out of a cannon, the experience that comes with this must be what is meant by being paraphrased. This heavy has no reason to reel in the horizon with anything like the poison that is displayed on the Cayenne Turbo and nothing this big.
This is a very literal meaning of it’s breathtaking while we focus with all our fibre on the middle-distance as Porsche fell off the road, we realized that we had stopped breathing involuntarily until we quit the accelerator.
However, thankfully, the highly clever chassis tech in the Cayenne Turbo makes it feel properly limber, playful and exploitable in all the bends. Unlike the point-and–shoot performance SUV, this is not just a well-organized, fun and fully rewarding machine to drive fast on slammed roads; it’s essentially.
Its size is never forgotten, you sit up as high as you do and look out over its long, broad prow but the massive weight of it is admirably masked by the excellent PAR chassis setup (PCCB brakes), PCCBM brake which are, quite simply, mega in pedal feel, progression and resistance to any fade.
More sensible Driven in a more sensitive fashion, the even better news comes with the Cayenne Turbo being ‘the wheel of ride comfort and rolling refinement’. Similarly, the PAR does its magic here by smoothing even the worst of road imperfections from disturbing the peace in passengers’ compartment.
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But if there is an internal (and totally understandable) firmness and tautness to everything it does, you’re never uncomfortable behind the wheel of the big Porsche EV.
The nimbleness of it is its remarkable stability and dignified at motorway speeds, for example, but on the other hand the Turbo is completely docile for town work; Rear Axle Steering gives it a reputation that makes it very manoeuvrable and easy to live with at lower speeds.
But Porsche was keen to prove that the Cayenne doesn’t just do well on roads, too. And we did some fair test off-roading in a PAR-equipped Turbo Electric that was absolutely slathered in an extremely thick layer of clag, and the SUV.
aced the course.
Besides other details, the manufacturer even offers an Off-Road Package that makes the front bumper angle of 25 degrees better but while we cannot fault the way the Turbo got around its dusty Spanish scenery, we can’t be sure it is far more capable away from the tarmac than it would ever need to be.
Wouldn’t you be mad if you took your $260k SUV deep into the outback or up Cape York’s Old Telegraph Track after all?
No, it’s on the metal-top surfaces where the Cayenne Turbo Electric shines brightest – and in this respect is very shining… very brightly indeed.
It’s a sensational piece of engineering from Stuttgart.
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What do you get?
Those days when a basic Porsche came with nothing, even the entry-level Cayenne has ‘needing some good standard kit for its price ranges’ are Gone.
Assuming cars for our market follow the international Cayenne lineup, the equipment levels should run as follows.
2026 Porsche Cayenne Electric equipment highlights:
- 20-inch alloy wheels
- 8-way electric comfort seats with memory and heating front
- Electric rear seats (2+1 configuration)
- Power Steering Plus
- Adaptive air suspension with PASM
- Matrix-LED headlights
- Heated steering wheel
- Adaptive cruise control
- Dual-zone climate control
- Auto tailgate
- Soft-close doors
- ParkAssist with 2D Surround View
Stepping up to the Cayenne S Electric should bring:
- Cayenne S 20-inch aero wheels
- Privacy glass
- 14-way electric comfort seats with memory and ventilation
- Bose Surround Sound System
- Panoramic roof system
- Four-zone climate control
The Cayenne Turbo Electric should add:
- Cayenne Turbo 21-inch aero wheels
- 18-way adaptive sports seats, front
- Heated rear seats
- Porsche Torque Vectoring Plus
- Sport Chrono Package
- Porsche Electric Sport Sound
- HD-Matrix LED headlights
- GT Sports steering wheel
- Electric steering column adjustment
- Race-Tex roof lining
- Turbonite exterior and interior detailing
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Is the Porsche Cayenne Electric safe?
The Cayenne Electric has already been put through its paces by Euro NCAP.
In the end of 2025 it rated itself with a full five-star safety rating and recorded strong subdiscipline scores of 91, 89,81 and 79 per cent for the adult occupant, child occupying, vulnerable road users and safety assist sections of the test accordingly.
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How much does the Porsche Cayenne Electric cost to run?
Porsche Cars Australia provides a standard warranty of three years and unlimited kilometres on all its new cars, with up to eight years (and 160,000km) cover for the high-voltage batteries fitted to its EVs.
| Servicing and Warranty | Porsche Cayenne Electric |
| — | — |
| Warranty | 3 years, unlimited kilometres |
| Roadside assistance | 3 years, then service-activated |
A further option is to extend the warranty for 12, 24 or 48 months at a time in each renewable phase, up until the age of 15 years old. Yet, there is an extended warranty of 200,000km that has a distance cap on it.
Assuming Porsche electric cars are typically longer, two-year service intervals as it needs to be less maintenance compared to the brand’s combustion-powered cars, we expect that the Cayenne SUV will fit in with the 24-month program set out above.
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childcareman.xyz’s Take on the Porsche Cayenne Electric
The Cayenne Electric is, as you would expect of a Porsche, a magnificent thing to drive, from base-grade to flagship.
But despite its massive torque reserves in all of its specifications, the Cayenne has not suffered at least slightly from its transition to electric power and is suffering only as it was Agile and rewarding in the corners, supremely comfortable and quiet on a cruise.
It may have actually been a step down from the V6s and V8s, becoming an EV in fact. So, for a all-rounder like this premium electric SUV, that’s how serious is it really to be an all rounder?
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