2022 Porsche Cayenne E-Hybrid Coupe Review: Less is More

Like the iconic 911, Porsche’s Cayenne comes in a dizzying amount of flavors.

This 2022 Porsche Cayenne E-Hybrid sits near the bottom of the range, closer to the base Cayenne than the range-topping Turbo GT, which boasts nearly double the horsepower of the entry model. What the E-Hybrid lacks in attention-grabbing (and wallet-draining) figures, it makes up for with a potent blend of performance, practicality, and surprising efficiency. In Coupe form, there’s even an extra dash of style—all at what can almost be described as good value, if you can exercise restraint with the options list.

The Porsche plug-in drivetrain saw an upgrade last year. The lithium-i0n battery pack has an improved net capacity, now up to 14.3 kWh. EV-only range creeps up a couple miles to 17 total (27 kilometers), with a combined range of around 430 miles (692 km). On its own, the electric motor produces 134 horsepower and 295 pound-feet of torque. It pairs to the 3.0-liter turbocharged V6 found in the base Cayenne, which brings its own 335 hp and 331 lb-ft to the table. The wonders of power curves means combined outputs of 455 hp and 516 lb-ft.

For those keeping score, those figures are better than both the Cayenne S, and the V8-powered Cayenne GTS. With far better fuel economy than either. Cake duly consumed, then?

Of course, you can still get the Cayenne in regular long-roof or rakish Coupe shape. I’m not typically a fan of the coupe-over look, but the Cayenne pulls it off well. Probably because Porsche’s designers didn’t get as aggressive slicing from the roofline as their friends in Munich. The GTS-like styling of this tester doesn’t hurt, with big 22-inch hoops at all four corners, lots of black exterior detailing, and the carbon fiber roof. The Cayenne draws a lot of attention—most of it good.

The big news for 2022 comes inside, where the latest version of Porsche’s infotainment system resides, including Android Auto support for the first time.

My time with the E-Hybrid started with a mad dash to the airport. While the distance was close enough to rely on nothing but electrons, the haste required waking the ICE. Both propulsion systems combine for healthy slug of power right off the line. There’s no hesitation from the eight-speed auto either, which seamlessly shuffles between its gears regardless of the power blend.

Closer to the destination, the Cayenne transitioned to solely battery power. It’s smooth: the gas engine does its usual shut-off at traffic lights, and then stays that way. On EV power the Cayenne requires a more thoughtful throttle approach; thankfully, a set of lights in the instrument panel provide a clear picture of how close you’re getting to reawakening the V6. The electric motor takes more prodding than you’d expect, so as long as you have a modicum of patience, the Cayenne will happily whir along on electrons.

The Cayenne’s ace up its sleeve is the hybrid system adjustability it offers the driver. Hybrid Auto mode is self-explanatory, while E-Power prioritizes battery power until depleted. E-Charge allows the gas engine to charge the battery while driving, and E-Hold keeps it steady at a set charge level. What this means is you can pick and choose when to deploy the electrons. Save the battery where it’s least efficient (highway driving) and coast around in near-silence when it’s best (in the city).

Some PHEVs may struggle balancing friction and regen braking, but the Cayenne isn’t one of them. The left pedal is easy to modulate, with lots of stopping power available to haul up this big boy.

Ride quality is both better and worse than expected. Better because the Cayenne has the $2,170 ($2,480 CAD) air suspension box ticked. The air setup takes the sting out of Toronto’s worst roads, providing this chunky crossover with the sort of wafting grace you expect from a luxury sedan. It’s worse because as appealing as those 22-inch alloys look, they still do transmit a lot of noise and sharper bumps into the cabin.

Overall, the Cayenne is still very well sorted. Even though the PHEV gubbins pile on the pounds, it feels agile and alert.

The Cayenne’s interior does a good job of mixing Porsche’s sporting roots with the more substantial architecture SUV buyers expect. A sober dashboard design feeds into a wide center console, with two great big grab handles on either side of the transmission tunnel. Build quality is typical Porsche—that is to say, faultless.

The seats are supremely comfortable, and come with the delicious houndstooth inserts that are unique to the Lightweight Sport Package. With 18 ways of power adjustment, they’re incredibly supportive too, and just what I want to slip into after a bumpy return flight home.

Rear seat accommodations are adult-friendly, so long as you’re limiting the ride-alongs to a pair back there. Two small cutouts in the headliner provide ample headroom, but anybody stuck in the middle has to contend with a lower roofline and the transmission tunnel.

As you might expect given that stylish roofline, storage space is not a top priority inside the Cayenne Coupe. There’s reasonable space in the passenger section, with sizeable door cubbies front and back. Trunk space is just 18 cubic feet (510 liters) in the hybrid, and the load floor is a little high. If you need the space, go with the long-roof; it’ll tow up to 7,700 lb (3,493 kg), too.

Android users, rejoice! For 2022 Porsche has finally added Android Auto support, albeit wired. Wireless Apple CarPlay continues on. An updated 12.3-inch infotainment screen houses a faster, slicker PCM 6.0 operating system. It’s still a little basic compared to MBUX, but PCM’s simplicity works in its favor when you’re on the move. My main complaint focuses on the redundant physical dial controller. If you’d rather not muck up the screen, the dial is both small, and barely less of a reach. Similarly, the touch-capacitive center console is a fingerprint magnet. There are two USB-C ports inside the console, and a wireless charger.

The Cayenne offers a lot of high-tech equipment, though most of it is absent on this build. Night vision is very useful for those out in the country, picking out wildlife your silly mortal eyes can’t. Buyers can also spec a head-up display and 360-degree camera system.

The Cayenne E-Hybrid Coupe occupies something of a unique space in the market. While BMW offers a plug-in mid-sizer, it’s only in upright X5 form, not X6. Mercedes doesn’t even offer its PHEV GLE on this side of the globe, in either shape.

So yes, taken on the face of it, the $89,950 ($103,100 CAD, both including destination) starting price is very high. The well-optioned 2021 BMW X5 xDrive45e we drove earlier this year managed to undercut that. It’s important to note that the non-Coupe Cayenne E-Hybrid rings in at a more reasonable $84,650 ($97,000 CAD), for a more apples-to-apples comparison.

However, unlike a lot of other Porsches, the Cayenne doesn’t really need a healthy tour of the options list to feel well-specced. This tester’s sticker swelled to an absurd $133,420 ($153,135 CAD), but much of that is due to the Premium Plus and Sport Package combo, which runs $22,310 ($25,030 CAD). The former ($7,460 / $8,090 CAD) adds useful features like the 18-way power adjustable seats, four-zone climate control, heated and ventilated seats, upgraded headlights, and basic driver assists.

The Lightweight Sport Package is very cool if you want your E-Hybrid to look like a GTS, but in this writer’s humble opinion, that’s best left for, well, a GTS. That does mean no houndstooth seating though, which makes me very sad. Further chip damage comes from things like a carbon fiber owner’s manual wallet, door sills, and floor mats ($3,800 / $4,135 CAD), and Porsche crests in the headrests ($570 / $660 CAD).

Keep the options down to around $10,000 or so, and the Cayenne can comfortably slide under the $100,000 mark. More than the X5, yes, but with a broader range of driving talents, a more powerful drivetrain, and that Stuttgart badge. You can spec an E-Hybrid to mimic the GTS like this example, but if it were my money, I’d lean into the comfort angle that the hybrid powertrain so excels at. You’ll still end up with a car that’s better sorted on a backroad than anything else in this class, but it’ll be even more pleasant all the other times, too.

When the 2022 Porsche Cayenne E-Hybrid Coupe is this well-rounded, it’s hard to justify moving higher up the range. Yes, we miss the sonorous V8 and athletic abilities of the Cayenne GTS, but the E-Hybrid has its own virtues. It’s stylish, just as quick, and capable of silently floating through city centers. It’s even reasonably practical, as far as coupe-style SUVs go.

If you’re looking for an all-rounder in this style-focused segment, the Cayenne has the right stuff.

FAQs

How much is a 2022 Porsche Cayenne E-Hybrid worth?

This Coupe model starts at $89,950 ($103,100 CAD), including destination. The long-roof model comes in at $5,300 ($6,100 CAD) less.

How far can the 2022 Porsche Cayenne E-Hybrid run on electric power?

With a full battery, the E-Hybrid can hit 17 miles (27 km) according to the EPA.

Does the 2022 Porsche Cayenne have a third row?

No it does not; currently Porsche doesn’t offer a three-row vehicle.