Porsche Cayenne S Coupé Electric test: The PPE has moved a step further

Porsche has expanded its largest SUV range to include a purely battery-electric variant, the Cayenne Electric. Following the world premiere in November 2025, series production began in Bratislava at the start of February 2026. Joining the electric lineup of base and Turbo models, Porsche added the S variant in Coupé form inMarch this year, which was the test vehicle I took through its paces for this driving report.

With up to 400 kW in normal driving and 490 kW with Launch Control, the S sits between the base model, which delivers 300 kW (325 kW with Launch Control), and the Turbo, with 630 kW (850 kW with Launch Control). With Launch Control, the mid-range variant is said to manage acceleration from 0 to 100 km/h in 3.8 seconds, topping out at 250 km/h. By comparison, the base model takes 4.8 seconds and reaches a top speed of 230 km/h, while the Turbo takes 2.5 seconds and reaches 260 km/h. Even the base model would therefore be more than sufficient for a trip to the bakery or brisk motorway driving.

The Cayenne is based on the same technical foundation as the Macan – the Premium Platform Electric (PPE). However, for the Cayenne, Porsche has completely redeveloped two central components beyond the capabilities of the Macan. The battery is more deeply integrated into the vehicle structure, and the Cayenne’s S variant has an oil-direct-cooled rear axle motor. The optional Porsche Active Ride adaptive suspension system has been utilised here for the first time in an SUV.

Direct cooling for the rear axle motor

Both axles feature permanently excited synchronous machines. The front motor is essentially derived from the Macan. The rear axle, however, has a specially developed, oil-direct-cooled machine that is exclusive to the S and Turbo models. The base model uses a water-cooled drive here. Porsche achieves the Turbo’s additional power not with a different motor but with a longer version of the same design—the S gets the shorter one, the Turbo the longer.

An electrically non-conductive oil draws heat directly from the copper windings. With conventional water-jacket cooling, the heat must first reach the outer cooling jacket. This cooling method helps maintain performance even under high loads. Porsche states the motor efficiency is up to 98 per cent. This more efficient cooling is cited by Porsche as one reason why the S achieves a slightly higher range than the base model despite its greater power.

Image: Daniel Bönnighausen

• 1/4
• 2/4
• 3/4
• 4/4

A lot of suspension for a lot of weight

On the road, the S accelerates smoothly and forcefully without needing Launch Control. The instantly available torque makes overtaking effortless, and even with repeated full-throttle bursts, the propulsion remains remarkably consistent. I did not experience any early power cut-off.

But acceleration is only part of the story: the data sheet already lists a kerb weight of 2,560 kilograms for the standard S Coupé. The drivetrain not only has to propel this mass forward, but the suspension has to keep it under control when cornering, braking, and on poor roads.

As standard, this is handled by an adaptive air suspension with electronic damper control. My test vehicle also featured Porsche Active Ride, which costs an additional €8,324. The active dampers from this feature are connected to a motor-pump unit on each axle. The system generates targeted forces at each wheel without mechanical stabilisers. During dynamic driving, this stabilises the body. In Comfort mode, this feature can even overcompensate for roll and pitch movements to reduce the forces acting on the occupants.

How this feels depends heavily on the mode. In Comfort, the Cayenne irons out rough unevenness, and when cornering, it does not lean outward but slightly into the curve—an unusual sensation that noticeably relieves the occupants. Switching to Sport or Sport Plus keeps the body remarkably flat without the tuning becoming uncomfortably hard. Combined with the precise steering and rear-axle steering, the S feels more agile than you would expect from a vehicle of this size and weight. The Normal mode offers a good compromise. Still, the weight cannot be completely masked, and if pushed too far, the S understeers out of the curve, and the 22-inch wheels transmit short, sharp edges unfiltered into the cabin.

The driving experience also includes deceleration. Porsche integrates regenerative braking into the brake pedal operation, with the friction brake supplementing it as needed. The transition is almost imperceptible. The ceramic brake system fitted to the test vehicle, with black brake callipers, costs a hefty €10,100. But this extra is not a prerequisite for everyday energy recovery.

The aforementioned rear-axle steering, on the other hand, is highly recommended and costs just under €1,700. With it, the turning circle shrinks from 12.7 to 11.6 metres — this is a real everyday advantage for a car that is almost five metres long.

A double new battery

The powerful drivetrain is powered by a battery with a gross energy content of 113 kWh, of which around 108 kWh is usable. Porsche uses six modules with a total of 192 pouch cells. This changes the cell format compared to the Macan’s prismatic cells. The chemistry is also new: the nickel-rich NMCA cathode (around 86 per cent nickel) and an anode with six per cent silicon increase the energy density by about seven per cent compared to the previous NMC-811 chemistry. As a result, the storage system holds eight kilowatt-hours more than the Taycan’s and is around 103 litres more compact.

The silicon in the anode not only improves energy density but also fast-charging capability. However, the full charging power is only available when the battery is within the correct temperature window. To achieve this as quickly as possible, the battery can be pre-conditioned.

Two cooling plates per module heat or cool the cells from above and below. The German luxury sports carmaker explains that the pressure fans used for this require around 15 per cent less energy than conventional suction fans. Pre-conditioning is triggered automatically via the Charging Planner as soon as a charging stop is set as a navigation destination. Porsche does not otherwise provide an option to start it manually. Anyone who drives to a fast charger spontaneously and without route guidance cannot therefore specifically pre-heat the battery.

High charging power over long distances

Whether the battery is within the temperature window is shown on the driver information display. A glance also reveals the charging power possible at the current temperature. Once it reaches this window, the Cayenne maintains its high pace over much of the charging process. Excellent!

Porsche designs the charging curve to peak early: according to our technical deep dive, over 300 kW is available from around five per cent state of charge (SoC), with the theoretical maximum occurring at around 55 per cent. My own recording at an EnBW HyperCharger starts at a SoC of nine per cent. At 12 per cent, 333 kW is already available, and from 13 per cent, around 360 kW. After that, the power slowly continues to rise, reaching a maximum of 386 kW at 44 per cent. The full 390 kW from the data sheet is just short, and this is due to the charger, not the car: Porsche only provides 390 kW from over 520 amps, but the HyperCharger delivers a maximum of 500. For 400 kW, Porsche specifies an even narrower operating point—over 850 volts, a battery temperature of 40 to 42 degrees, and a SoC of 45 to 48 per cent.

However, the decisive factor for the shortest possible charging break is the remaining charging period up to 80 per cent. After the first drop in power, the Cayenne continues charging at around 290 kW. Between approximately 60 and 71 per cent, around 270 kW is maintained, and at 80 per cent, it is still 183 kW. Only after that does the power drop significantly again. From 10 to 80 per cent, it takes around 16 minutes according to my timer — exactly as specified in the configuration. This is a figure that stands out in this class.

Quieter charging with almost the same charging time

One downside of this charging performance of the Porsche Cayenne S Coupé Electric became apparent during the first fast-charging session: the cooling fans are noticeably loud during fast charging and for a short time afterwards. Therefore, I recorded a second charging session with Quiet Charging at the same charger on another day.

This is a special mode offered by Porsche, but it can only be activated manually via the display after the charging process has started. It exclusively reduces the fan speed, which lowers the cooling performance and causes the battery to heat up faster — and only when it reaches its limit temperature earlier does the vehicle have to adjust the charging power, which is how Porsche explained it when I asked.

In my comparison, although the car was noticeably quieter, the same charge from 10 to 80 per cent still took just 16 minutes. The peak was almost identical at 385 kW, but the curves are not completely identical. In Quiet mode, the high plateau already ends at 42 per cent. At 44 per cent, 325 kW in Quiet mode is therefore compared to 386 kW in Normal mode. For much of the remaining course, the values moved close together.

However, this cannot be generalised from a single measurement: there is only one run each. Quiet Charging is primarily intended to do one thing—reduce noise. Porsche told me that under moderate conditions, only the volume actually decreases. During my tests, the outside temperatures were around 20 degrees. A noticeable reduction in performance only occurs at high starting battery and ambient temperatures. As an example, the manufacturer cites a charging session from 10 to 80 per cent at a starting battery temperature of 35 degrees and an ambient temperature of 45 degrees. In this case, the charging time can be extended by around one minute. A general statement is impossible due to the many parameters, from ambient temperature to battery condition and state of charge.

Charging away from the fast charger

For longer parking periods, the new optional 22 kW AC charger in my test vehicle helps. It costs €1,666 and reduces the specified charging time from 0 to 100 per cent from 11 to 5.8 hours. As standard, 11 kW is available. This is a relevant addition to the early stage of our reporting, when the 22 kW option was not yet available.

Since the model year change in September 2026, inductive charging has also been regularly available to order. Porsche Wireless Charging with 11 kW and around 90 per cent efficiency requires the vehicle plate and the ground plate at the parking space. This is not cheap: Porsche charges a hefty €5,117 for it.

What is possible between charging stops

Short breaks help on a journey but do not replace low consumption. For the specific configuration, Porsche states a combined WLTP range of 616 kilometres, although the S Coupé model range extends up to 669 kilometres, while the S with SUV bodywork achieves up to 653 kilometres. Among the Coupé variants, this is the highest value: the base model achieves up to 661 kilometres, while the Turbo only manages 637 kilometres.

On mixed routes of city, country roads, and motorways, consumption varied between around 20 and 27 kWh/100 km depending on speed. With consciously gentle driving, I got close to the 20 kWh mark; in everyday mixed driving, the display settled around 24 kWh/100 km, and at higher motorway speeds, it was just under 27 kWh/100 km. With around 108 kWh of usable battery capacity, 24 kWh/100 km theoretically equates to about 450 kilometres on a full charge. If you use the window between 80 and 10 per cent on a journey, you can cover around 315 kilometres under the same assumptions. These on-board computer values cannot be directly compared to the WLTP standard consumption and the latter includes charging losses that do not appear in the vehicle’s display.

| Cayenne | Coupé Electric | S Coupé Electric | Turbo Coupé Electric |

| --- | --- | --- | --- |

| Drivetrain | AWD | AWD | AWD |

| Power | 300 kW | 400 kW | 630 kW |

| Overboost Power | 325 kW | 490 kW | 850 kW |

| Acceleration | 4.8 s | 3.8 s | 2.5 s |

| Top Speed | 230 km/h | 250 km/h | 260 km/h |

| Battery (gross) | 113 kWh | 113 kWh | 113 kWh |

| WLTP Range | 661 km | 669 km | 637 km |

| DC Charging Power | 390 kW | 390 kW | 390 kW |

| DC Charging Time 10-80% | 16 min | 16 min | 16 min |

| AC Charging Power | 11/22 kW | 11/22 kW | 11/22 kW |

| AC Charging Time 0-100% | 11/5.75 h | 11/5.75 h | 11/5.75 h |

| Boot Capacity | 534 l | 534 l | 500 l |

| Frunk | 90 l | 90 l | 90 l |

| Braked Towing Capacity | 3 t | 3 t | 3 t |

| Braked Towing Capacity with Off-Road Package | 3.5 t | 3.5 t | 3.5 t |

Operation and practicality on the road

How pleasant these stages are also depends on the cockpit. It goes almost without saying that a vehicle in this class offers comfortable seating and adequate space up front. The infotainment is operated via the curved Flow Display. My test vehicle also includes a passenger display and a head-up display with augmented reality. A separate control strip provides direct access to volume and climate settings, so frequently needed functions do not have to be searched for in menus.

While the hardware is well thought out, I didn’t find everything about the operation entirely convincing. Some functions are buried in submenus, and the navigation map moves sometimes moves abruptly. This is a bit annoying on the go. On the other hand, I was very impressed with the optional surface heating, which, at an additional €934, is still reasonably priced. This nice touch heats the armrests and door panels, since they’re precisely the surfaces you constantly touch.

Despite the spacious interior, the Coupé’s flatter roofline slightly reduces practicality compared to the SUV. The luggage compartment holds 534 to 1,347 litres, plus 90 litres in the frunk. Only the Turbo has less, at 500 litres. Rear headroom is also slightly tighter, but still sufficient.

As standard, all three electric Cayenne variants can tow up to 3 tonnes when braked. With the optional Off-Road Package (€2,492), the towing capacity increases to up to 3.5 tonnes. An impressive figure.

Image: Porsche

• 1/6
• 2/6
• 3/6
• 4/6
• 5/6
• 6/6

Equipment shapes the verdict

The S Coupé starts at €130,300. In the current configuration, €69,440 worth of optional extras are added, bringing the test vehicle’s price to €199,740. Active Ride, the ceramic brake system with black brake callipers, and the lightweight sport package alone cost a total of €34,589.

At Porsche, a test vehicle climbing this far above the base price is less an exception than a rule. A relatively modest entry price meets a long, high-priced options list, and expensive extras with low production costs are particularly profitable. Much of this — such as the ceramic brakes — is not expensive because this car is special, but because Porsche’s options list is generally extensive and costly. Substantive features like Active Ride are the exception.

This is crucial for the evaluation: the driving experience with active suspension and rear-axle steering cannot be directly transferred to a standard base S. However, the large battery and high DC charging power are already part of the basic technical offering. Anyone who primarily wants to travel quickly and drive a Porsche does not need to exhaust the entire options list.

Conclusion

The progress of the further developed PPE is most convincing at the fast charger. Here, the Cayenne S Coupé Electric turns the data sheet values into reliable real-world performance: 386 kW at peak, around 16 minutes from 10 to 80 per cent. Quiet Charging remains a comfort feature, not a performance one — at least not under the conditions I encountered. In my test, the car charged significantly more quietly without extending the charging time.

On the road, the S combines sovereign propulsion with a surprisingly versatile suspension. Weight, operation, and price remain noticeable counterarguments. As the mid-range drivetrain variant, the S need not shy away from comparison with the Turbo. The test vehicle, costing almost €200,000, also shows how far a single position in the model range can diverge from a modestly equipped car through the options list.

In competition, the S faces the BMW iX5, the Mercedes EQS SUV, or the Audi SQ8 e-tron, while the more closely related Audi Q6 e-tron and Porsche’s own Macan Electric rank one class below.

This leaves the question: who is all this for? Porsche sells to a wealthy, brand-loyal clientele that consciously and lavishly configures its vehicles — and the electric Cayenne is tailored precisely to this audience. Those who buy it are buying the brand, the driving dynamics, and the charging performance, accepting the long options list as part of the package. For this customer base, a test vehicle costing almost €200,000 is not a surprise but the norm.