Porsche Cayenne Turbo E-Hybrid 2024 review

The Porsche Cayenne Turbo E-Hybrid is towards the pointy end of the broad Cayenne line-up, which was updated in 2023 with fresh styling and driving updates, including more power.

That 2023 update also saw the range rejigged.

There is no regular Cayenne Turbo model anymore, for example, and the S returns to a V8 engine (previously a V6).

That update also saw the pinnacle of the hybrid models rebranded as Turbo E-Hybrid (it was previously the Turbo S E-Hybrid). Despite losing the S badge it’s now got more power.

At $288,400 plus on-road costs it’s almost three times more expensive than the most affordable Cayenne ($138,700). And with a V8 hybrid system it’s also the most powerful model you can buy, with 544kW.

The Turbo E-Hybrid is the priciest and most powerful of the three E-Hybrid models, the other two of which have V6 propulsion; the regular Cayenne E-Hybrid is $154,600 plus ORCs and the S-E-Hybrid is $178,300 plus ORCs.

There’s also a Coupe version of the Turbo E-Hybrid, which sells from $297,200 plus ORCs.

That Coupe version is also available as a range-topping Turbo GT ($364,700 plus ORCs) that has less power but faster acceleration due to its lower weight without the hybrid system.

In line with its top-end positioning the 2024 Porsche Cayenne Turbo E-Hybrid comes loaded with standard kit.

There’s a panoramic sunroof, ambient lighting and full leather across the seats, dashboard and doors.

It has doors that suck themselves closed, quad zone ventilation and seat heating for all outboard positions as well as seat ventilation up front.

There’s a heated steering wheel, smart key entry and powered tailgate as well as stainless steel pedals.

There’s a vast array of options for the Cayenne covering everything from trim and features to driving hardware changes.

Our car came with rear axle steering ($3570) and a sports exhaust ($5970), as well as various trim changes including carbon fibre details inside ($1630).

We also had a roof top tent ($8639.73).

Like all Porsches, the Cayenne Turbo E-Hybrid is covered by a three-year, unlimited kilometre warranty.

Servicing is required every 12 months or 15,000km. While service pricing varies between dealers for the first five services it should cost something like $8000.

The 2024 Porsche Cayenne Turbo E-Hybrid has 10 airbags; two frontal airbags, two front knee airbags, curtain airbags and side thorax airbags front and rear.

There’s also autonomous emergency braking, lane keep assist, rear cross traffic alert and blind spot warning.

One notable omission is speed sign recognition.

The Cayenne has not been tested by ANCAP.

The 2024 Porsche Cayenne Turbo E-Hybrid gets a 12.6-inch curved digital instrument cluster and a 12.3-inch central infotainment touchscreen incorporating wireless Android Auto and Apple CarPlay.

You can add to that with a passenger display ($2860), which can’t be seen from an angle, allowing the front seat occupant to stream video on the move while also accessing the rest of the infotainment features

Head-up display is also standard as is a 360-degree camera.

There’s also a 14-speaker 710-Watt Bose sound system or optional 21-speaker Burmester system with 1455W.

There are also high-definition matrix LED lights, each of which contains 16,484 micro-LEDs to allow adaptive lighting that blanks out other vehicles. They’re terrific lights that work brilliantly on a country road.

Dual USB-C ports up front are matched with the same for those in the rear and there’s a wireless phone charging pad up front.

There’s a lot going on beneath the bonnet of the 2024 Porsche Cayenne Turbo E-Hybrid – and it adds up to a lot of power.

At its heart is a 4.0-litre twin-turbo V8 making 441kW and 800Nm.

It’s mated to an electric motor which in this upgraded model now makes 130kW and 460Nm.

Combined, the two can produce 544kW and 950Nm – 44kW and 50Nm than the Turbo S E-Hybrid it replaces - enough to launch it to 100km/h in 3.7 seconds. The dash to 200km/h from a standstill takes 12.2 seconds.

The hybrid system drives through an eight-speed automatic.

The 2024 Porsche Cayenne Turbo E-Hybrid has an official fuel figure of 2.5 litres per 100km.

But forget about ever achieving that. Like all PHEVs, you’ll either use less than that (likely no fuel) or a whole lot more. That was our experience during the week.

Over 500km it used an average of 8.1 litres per 100km.

In isolation that doesn’t sound bad – especially considering we had the added weight (56kg) and aerodynamic drag of a tent on top - although 207km of that was on electricity.

That means when in hybrid mode it was using about 13.6L/100km, which is a lot less impressive.

And for our EV running it averaged 34kWh per 100km, which is a lot more than much faster EVs, including Porsche’s Taycan.

Without the tent up top we’d expect it to get a lot closer to its claimed electricity use of 29.3kWh/100km, although it’s still nothing to get excited about.

Still, if you want to, there’s up to 79km of claimed EV range from the 25.9kWh battery. And running on electricity is still a lot cheaper than premium unleaded.

Charging from a home powerpoint takes about 13 hours or as little as 2.5 hours from a wallbox; the Cayenne can charge at up to 11kW, but a more common 7.4kW home wallbox would take about four hours.

The E-Hybrid has only a Type 2 AC charge port so cannot be DC fast charged.

Rather than the twin-clutch transmissions favoured by Porsche sports cars – including the Panamera – it’s a more traditional torque converter auto for the 2024 Porsche Cayenne Turbo E-Hybrid.

That means more seamless engagement but less off-the-line brutality on those launch control take-offs.

Still, with 950Nm the Turbo E-Hybrid thrusts occupants satisfyingly back into their seats.

No one will have an issue with the grunt on offer. It’s seriously quick when you plant your right foot.

Sounds good, too, with a satisfyingly bassy (albeit muted) V8 thrum and the occasional burble thrown into the mix. We miss having a separate button to dial up that burblier exhaust though; if you want to keep the relaxed drive modes but add some exhaust anger it now has to be done through the touchscreen.

When running as a hybrid the drivetrain isn’t always consistent in the handover from electricity to petrol. Apply mid-throttle, for example, and the e-motor torque kicks things off nicely before the engine works out it needs to chime in, quickly joining in the power party.

In EV mode the Cayenne E-Hybrid is a lot more leisurely.

You’re down to just 130kW and a healthy 460Nm, and by our rough stopwatch timing it took something like 14 seconds to crack 100km/h (keeping in mind you have to be gentle on the throttle to save waking the petrol engine).

So, with your $300K Porsche running as an EV you’ll get out-dragged by $40K EVs, assuming you’re trying to keep things clean and green.

Then again, the hybrid system is an easy way for Porsche to add another 130kW to an already mighty V8, albeit with added weight.

That’s a biggie (literally) for the petrol-electric Cayenne. At 2570kg it’s a portly beast – and a hefty 410kg heavier than the Cayenne S that gets a lesser-powered version of the same V8.

That weight ultimately takes its toll on performance, one reason the Turbo E-Hybrid is slower to accelerate than the non-hybrid Turbo GT (485kW, 0-100km/h in 3.3 seconds).

Like the engine, the 2024 Porsche Cayenne Turbo E-Hybrid has something of a split personality dynamically.

Riding on air suspension with adjustable dampers there’s a broad bandwidth to its dynamic performance.

In EV or hybrid modes it defaults to its most supple settings and over speed humps or larger undulations it’s beautifully relaxed. There’s an everyday liveability that reinforces the luxury elsewhere.

A sharp edge can jolt into the cabin with less elegance, but on the whole it’s nicely cushioned.

Dial up Sport or stiffer Sport Plus and the additional body control and weight to the steering quickly highlights the inherent talent in the chassis.

Along with sticky Pirelli rubber - 285mm wide up front and 315mm at the rear - it makes for a ferociously effective car at slicing through bends.

It’s no sports car, but it’s as sporty and engaging as an SUV gets.

The E-Hybrid also gets monstrous brakes: 420mm discs with 10-piston calipers up front and 365mm four-piston units at the back.

Finished in Acid Green they make quite a statement – and an even bigger impact when you mash the pedal. The Cayenne has immense stopping power, something that adds to its dynamic talent.

The 2024 Porsche Cayenne Turbo E-Hybrid is not really an off-roader but it can go off-road, if that makes sense.

It has a permanent all-wheel drive system with active torque management to divert drive to the wheel/s with grip.

Importantly, it also has an off-road mode, which starts by raising the air suspension to provide up to 243mm of clearance (a Toyota LandCruiser has 235mm).

Wheel articulation isn’t terrific but there’s enough height and electronic wizardry to surprise with what it can achieve off the bitumen.

But without a spare wheel you’d want to be careful how far you venture.

The 2024 Porsche Cayenne Turbo E-Hybrid looks after five occupants nicely with a seriously indulgent cabin.

Those up front get the full luxury experience and even in the rear there’s thoroughly generous head and legroom.

And despite the performance focus it’s dripping in luxury, with snug and supportive seats and top-notch finishes that live up to the price point.

The tech is generally easy to master, although the haptic touch pad for the ventilation controls requires a glance away from the road to ensure you’re pressing the right portion of the pad.

Storage is also generous, with a covered console, sizeable cupholders and a smaller binnacle further forward on the console. Door pockets are a useful size, too.

At 621 litres the Turbo E-Hybrid has less luggage capacity than other Cayennes (up to 772L) although it’s still suitably practical. A 40/20/40 split-folding back seat is handy, too.

The Turbo E-Hybrid is also rated to tow up to 3000kg, half a tonne less than other Cayennes.

We also put the roof top tent to the sleeping test. As expected, there’s some additional wind noise at speed (the tent is rated up to 130km/h) but it’s relatively mild.

There are locks for security and opening and raising it is simple, although there are some tricks with attaching four flexible posts to give the tent its shape.

And while it’s snug for two people it’s a cosy little house that does a great job of keeping the weather out.

If you’re expecting the 2024 Porsche Cayenne Turbo E-Hybrid to deliver thrilling performance and EV efficiency all in one big high-tech home run then you may be disappointed.

Like all PHEVs, there are compromises, which means it’s beefy and thirsty as a hybrid and not particularly quick as an EV.

That said, it’s sledgehammer quick when you want it and eerily efficient in short (leisurely) bursts.

While you could mount an argument for parking a base Cayenne alongside a Taycan for similar money, the Cayenne Turbo E-Hybrid packs plenty of luxury and driving thrills into one weighty but highly capable SUV that also delivers on luxury.

2024 Porsche Cayenne Turbo E-Hybrid at a glance:
Price: $288,400 (plus on-road costs)
Available: Now
Powertrain: 4.0-litre V8 twin turbo petrol-electric
Output: 441kW/800Nm (electric motor: 130kW/460Nm)
Combined output: 544kW/950Nm
Transmission: 8-speed automatic
Battery: 25.9kWh lithium-ion
Range: 79km (WLTP)
Energy consumption: 29.3kWh/100km (WLTP)
Fuel: 2.5L/100km (ADR combined)
CO2: 67g/km (ADR combined)
Safety rating: Not tested

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