2024 Porsche Cayenne S E-Hybrid and Turbo E-Hybrid First Drive: High-End Choices

Porsche does not think it is slicing the bologna too thin. The Cayenne SUV received a major update for the 2024 model year and customers now have six powertrains to choose from as they configure their sporty five-passenger SUV or "coupe." That includes three versions with gasoline engines: base, S, and Turbo. But for an extra dollop of both power and efficiency, there are three plug-in hybrids to consider: a base E-hybrid, the S E-Hybrid, and the Turbo E-Hybrid.

MotorTrend had driven all but the final two, so we traveled to Barcelona to get behind the wheel of those E-Performance hybrids—and not just on highways and scenic coastal roads overlooking the Mediterranean. Porsche wanted to make a point, so it set the destination on our navigation system to the Circuit Parcmotor track in Castelloli, Spain, to show these are no ordinary SUVs—they are drivers' Porsches.

We spent some time behind the wheel of a $157,710 S E-Hybrid coupe ($106,050 starting price, with another $51,660 in optional equipment) with 22-inch RS Spyder Design wheels, a luxurious black-and-green leather interior, soft-close doors, and lots of tech. We knew we were in Europe thanks to the smoking package that includes an ashtray.

We also drove a metallic blue Turbo E-Hybrid with a two-tone black-and-white interior and black Alcantara headliner, polished chrome, industrial trim, Burmester sound system, rear entertainment system, and 22-inch wheels. It had a starting price of $148,550 and was optioned to $188,580.

From our time behind the wheel, we can confirm the refreshed 2024 Porsche Cayenne family, regardless of powertrain, is smooth and graceful in its ability to turn into a corner, transfer its weight, and remain perfectly in control as it accelerates out. Turns are sharp with the rear steering system, even when chasing a 911 Turbo S on a 2.6-mile technical track with many elevation changes. Both on-track and on the road, we appreciated the comfort generated by the electronically controlled dampers that are standard on every model. The performance hybrids we drove also were equipped with the optional Porsche Dynamic Chassis Control active anti-roll bars, which allowed our Cayennes to aptly follow the 911. Even though we don't expect many owners to track their SUVs or drive them this hard, they can rest assured the Cayenne can lap in a lively but always controlled manner.

Now that we've driven all six powertrains, we understand Porsche's strategy better. The company doesn't see it as too much choice or creating confusion. While there are still six powertrain choices, the number of plug-in hybrids increases to three with the addition of the S E-Hybrid in the middle. North America does not get the Cayenne Turbo E-Hybrid Coupe with the GT package because we get the actual Turbo GT. All but the Turbos are offered as an SUV as well as a "coupe."

Porsche designed the latest refresh to give each vehicle its own persona, to develop its own customers much like Porsche does with the 911 lineup. The Cayenne Turbo GT is a magnet for a specific type of buyer who wants the V-8 growl and will not cross-shop the hybrid even if it is more powerful and less expensive. The Cayenne Turbo E-Hybrid is for the less brand-specific well-to-do buyer who likes how it looks on paper: power and prestige mixed with efficiency and prudency. The Cayenne S E-Hybrid buyer is a different customer again, one who wants a powerful hybrid but not a V-8.

Porsche configured the latest lineup so that whichever Cayenne SUV or coupe you buy, you won't be shamed for your choice (if that's even a real thing with these cars). Visual differences are fairly subtle, comprised of new headlights, taillights, modified grilles, enlarged air intakes, and twin tailpipes for the Turbo.

In E-Power mode, all three plug-in hybrid Cayennes will drive identically because they share the same 130-kW motor and 25.9-kWh battery; it's only when you add internal combustion that things change. The 2024 Cayenne S E-Hybrid pairs its motors with a 348-hp, 368-lb-ft 3.0-liter turbocharged V-6 for a combined 512 horsepower and 553 lb-ft of torque. When the sweet-sounding V-6 is engaged, the S E-Hybrid can scoot to 60 mph in 4.4 seconds. Pair that electric powertrain with the 591-hp, 590-lb-ft 4.0-liter twin-turbo V-8 that switched from twin- to single-scroll turbochargers, and you have awakened the beast. System output: 729 hp and 700 lb-ft, good enough to accelerate to 60 mph in 3.5 seconds.

We are in an era of electric excess. While we drove the Cayenne in the area outside Barcelona, a colleague in the same city was driving the 2025 Mercedes-AMG GLC63 S E Performance—a smaller, plug-in hybrid SUV with a turbo four-cylinder as the base and output of 671 hp and 752 lb-ft of torque, enough to reach 60 in an estimated 3.4 seconds.

Normally you must be mindful when unleashing that much power. The Aston Martin DBX707 can be downright squirrely when you inadvertently apply too much force with your right foot. Not so with the 2024 Porsche Cayenne Turbo E-Hybrid—the power comes on strong but stable, which makes it a good daily driver, with the added bonus that it can mimic a 911 on a track.

Brakes are one area that could be better. The first two 2024 Porsche Cayennes we got into had good brakes—a bit of travel, but not too grabby. They also had Porsche's carbon-ceramic units, which will not be offered on the Cayenne S E-Hybrid in North America. They will be available to order on the Cayenne Turbo E-Hybrid, but supply issues mean they likely will be delayed; we will get steel brakes at launch. The vehicle we drove, which had them, slowed down well but shuddered when coming to a complete stop. In stop-and-go traffic, the SUV would hesitate, then hop or lurch forward a bit. Engineers told us that in E-Power and Hybrid modes, the Cayenne needs to balance the engine's torque and the braking regen, which can affect brake feel, but we encountered the shuddering in all drive modes. Since only one vehicle we drove featured steel brakes, we could not compare to see if it was an issue isolated to this particular car.

One other area that could be improved: the lane keeping system is somewhat aggressive. It tends to ping the Cayenne from side to side, as opposed to keeping the SUV centered in the lane.

You forget these minor gripes when you step on the pedal and enjoy the silence of electric driving, or the V-6's purr, or the V-8's rumbles and pops and burbles.

Porsche also revised the drive modes; whether you choose E-Power, Hybrid, Sport, Sport Plus, or Offroad, each one is intended to use energy more efficiently and increase the bandwidth between comfort and performance. Switching modes is easy thanks to a button on the sport steering wheel.

The transition to and from electric power, meanwhile, is completely seamless. You cannot set the level of regeneration but displays show whether the battery is using or gaining electricity, and a power meter shows how much EV range is available. At the other end of the spectrum, you can record lap times or compete against a stored or best time.

The 2024 Porsche Cayenne PHEVs have greater range and shorter charge times than before. The new motor, with an additional 30 kW, is integrated into a revised eight-speed automatic transmission. Porsche says it can convert more braking power, recouping at up to 88 kW at speeds down to just more than 1 mph—the predecessor was only able to do so down to about 9 mph. The high-capacity battery's voltage is up by 8 kWh to 25.9 kWh, and the new 11-kW on-board AC charger can charge the battery fully in 2.5 hours.

Porsche is still homologating the new Cayennes, so there are no official EPA driving-range figures yet. The outgoing Cayenne Turbo E-Hybrid could cover 20 electric-only miles; we hear the new model could stretch that to as many as 30 miles. The base hybrid can travel more than 45 miles, so expect the Cayenne S E-Hybrid to fall somewhere between the two. Dealers are telling prospective customers to expect 30- to 50-percent more range with the new models.

Porsche is the king of a la carte options, but for North America the company has included more standard equipment and adjusted its packages—in Europe, you still pretty much order off the menu. This is in response to the competition, especially from Korean automakers that are including so many features and amenities as standard, and it's also a nod to customers who do not want to be nickel-and-dimed.

Most of the 2024 Porsche Cayenne's design changes are found inside, starting with the heretical engine start button. The new gear-selector lever is a toggle on the dash, easy to find and use in this era of experimentation with gear selectors. It frees room in the center console, although most of that space is refilled with a screen for HVAC controls, which can also be manipulated via the center screen. There are two cupholders and a weirdly shaped cubby that pretty much only accommodates keys and change. There is a separate, cooled compartment to wirelessly charge your phone. The center console offers more storage but is not a deep bin.

The new 12.6-inch curved driver display, 12.3-inch infotainment touchscreen, and optional 10.9-inch screen in front of the passenger stretch across the dash and are well-integrated. A cool analog clock is the only thing above them. The displays have incredibly crisp graphics that almost jump off the screen, and the driver cannot see anything on the passenger's display—it appears black, courtesy of a privacy screen. Apple CarPlay pairs easily, and Porsche offers an enhanced CarPlay with single buttons as shortcuts to customized functions and presets, but you need to download the MyPorsche app for the extra features. There is surprisingly little customization of the driver display.

The air-quality system turns on the filter automatically when its lasers detect particulate; the car displays particulate levels inside and outside. We were caught behind an old vehicle that was spewing black smoke and we did not smell anything, nor did we have to switch to recirculated air. In Europe the system uses navigation and air-quality data by location to turn on the filter when necessary.

Full amenities are available including heated seats front and rear, several massage settings, four-zone climate control, Bose or Burmester stereos, large sunroof, sunshades for rear-passenger windows, and entertainment screens on the backs of the front headrests.

Deliveries of some gas-powered Cayennes made in Bratislava, Slovakia, began months ago, and the plant will soon ramp up production of all models for the U.S. market so dealers have full volumes in the first quarter of 2024.

Porsche executives think all three plug-in hybrid Cayennes will do well in North America. There are customers who just want a Porsche, others who want to step-up to the S, and a totally different group that wants the Turbo. Which is why Porsche does not think it has sliced the bologna too thin.