2022 Porsche Cayenne E-Hybrid Coupe: Spoiled for Choice – Road Test

2022 Porsche Cayenne E-Hybrid Coupe: Spoiled for Choice – Road Test

Several plug-in hybrid models have this attractive feature of allowing their driver to choose their preferred towing method. We switch between electricity, gasoline and a combination of the two. But in the case of the Cayenne E-Hybrid, Porsche offers you this technology to personalize your performance. It was during the week in February behind the wheel that we taste if it is necessary.


This is the Cayenne Coupé introduced in 2019. For 2022, it has not changed in terms of design. And that’s a good thing, because this pencil stroke always succeeds. The Cayenne Coupé is the best mid-size luxury SUV of its kind on the market. This Porsche has a daring elegance, but remains muscular thanks to its incredible Cayenne grille and its large tires with a width of 305 millimeters at the rear and 275 millimeters at the front. Let’s not forget the amazing brake calipers painted in “acid green”, the typical color of the E-Hybrid models at Porsche. Beautiful.

Unsurprisingly, the Cayenne E-Hybrid shows a very high bill, especially when you keep the options. Basically, it sells for $103,100, plus shipping and handling costs. Especially the accessory sets lose their meaning. Our copy was for over $50,000. Special mention for the Premium Plus package at $25,030. The final bill for our copy was $153,135.


Porsche is making only a few changes to the interior of the Cayenne this year, mainly to the multimedia system. It includes the sixth generation of Porsche Communication Management (PCM) communication software. This app offers more support for Apple products and finally includes Android Auto wireless connectivity. This new system now includes remote updates.

The Cayenne cabin continues to satisfy its drivers thanks to the high level of awareness and the driver-directed control center. Agree, many buttons and displays seem intrusive at first glance, but everything is tamed very quickly.

I really like how it is possible to configure the information displayed in some of the circular digital dials using the steering wheel controls, which are, I should note, very convenient. On this steering wheel, whose grip is almost perfect due to its size and thickness, we find the drive mode selector, which allows us to switch between hybrid and electric modes, or Sport and Sport More.

The Cayenne continues to dominate in terms of its quality of finish and overall comfort of its interior, even in its Coupe form. In the back, I was surprised to find excellent comfort and excellent head and knee clearance despite the front seat being adjusted for my height. However, the plastic center console will be criticized for eliminating the possibility of a third position.

The E-Hybrid system causes the Cayenne Coupé to lose more cargo space due to the presence of the battery under the trunk. If this model already loses 169 liters of luggage space compared to its standard version (1,507 liters with folded seatbacks), it loses another 107.


Under the hood of this Cayenne hides a 3.0-liter turbocharged V6. On its own, it makes 335 horsepower and produces 332 lb-ft of torque.

Paired with this V6 engine and connected between the engine and the 8-speed gearbox, there is an electric motor powered by a lithium-ion battery rated at 17.9 kilowatt hours. Its power and torque are rated at 134 horsepower and 295 lb-ft. The E-Hybrid comes standard with all-wheel drive.

In total, when the two engines work together, the Cayenne E-Hybrid develops a combined power of 455 horsepower and produces a torque of 516 lb-ft. This process allows the Cayenne E-Hybrid to accelerate from 0 to 100 kilowatt hours in just 4.2 seconds, 0.1 seconds behind the Cayenne S.

Finally, in good conditions, this Cayenne can travel up to 30 kilometers in electric mode. That’s great, but the 45e BMW X5 xDrive can do better with 52 km.


When I say it allows the driver to choose their preferred performance mode, I mean that no matter what mode they are in, it feels like they are driving a sporty and dynamic car. This is of course due to the fact that the electric motorization of the E-Hybrid is integrated into its heating systems.

The transition between the two engines is therefore almost impossible to detect. The gearbox is very smooth and the structure of the car is as stable as a rock, which makes it possible to register quickly in a curve without the car shaking.

When I unplugged my Cayenne from a level 2 (240 volt) charging station at -10 degrees Celsius, its on-board computer showed a range of 31 km. I managed 27 km, and this with a consumption of 26.7 kilowatt-hours/km 100.

In electric mode, the Cayenne is smooth but underpowered. However, we have enough power every day and enough torque that we can climb hills without being overtaken by a small compact.

At any time, it is possible to activate hybrid mode to allow the Cayenne to switch between petrol and electric. When we do, we hear: “Fffpompe! from large exhaust pipes. It will even be possible to charge the battery in this mode. I recorded an average fuel consumption of 8.2 liters per 100 kilometers in hybrid mode.

Of course, the Sport+ mode is the most interesting, as it shows how Porsche dominates when it comes to using hybrids to improve performance and also that trying to match the brakes isn’t always the best. I discovered the frustration of stepping on the brakes between modes.

However, when we activate the start mode, the Cayenne E-Hybrid quickly makes us forget that it carries a heavy battery and an electric motor. Acceleration is perfectly smooth, power delivery is instant, and the feel of the car makes us forget its 2,442 kg (5,344 lb) weight. It’s a Porsche! Did you expect a different observation from me?


RPM continues to recommend purchasing the Porsche Cayenne for its many features and overall reliability record, and the E-Hybrid version just adds another string to its bow. If we had to choose, however, we’d go with the regular Cayenne because of its versatility.