Background
The Porsche Cayenne Coupe, launched in 2019, was originally billed as the answer to a question no one was asking. That at least was according to the car magazines. And as so often, they were wrong. Actually, quite a considerable number of well-heeled folk have been asking for a large luxury SUV with a sporting coupe-style look - and have been asking for it for well over two decades now. That's why BMW's X6, the car that started this trend, is now in its third generation, Audi has its Q8 and Mercedes has sold us two generations of its GLE Coupe. By the end of this century's second decade, Porsche wanted a slice of that action too, hence the need for this Cayenne Coupe.
You actually wonder why the brand didn't do this earlier than 2019. Since the turn of this century, its conventional Cayenne SUV has, after all, always been the most sporting model in the large SUV segment. We always thought that if its sharp handling prowess could be transferred into the coupe version of this sector, a segment rather in need of sharp handling prowess, fireworks might be in prospect.
Sure enough, the Cayenne Coupe has sold well for Porsche, contributing significantly to the Cayenne range's position as the brand's global best seller. Porsche wants this current model to remain on sale for most of the rest of this decade (alongside the completely different all-electric Cayenne that's due here in 2026). For this combustion-powered 'E3' design, what that meant in late-2023 was the need for what the brand described as one of the most extensive product upgrades in its history. It certainly was extremely far-reaching, with significant engineering changes and a completely fresh feel for the cabin. You can find out more about this kind of car by downloading the Car & Driving app.
Driving Experience
You might not be surprised to hear that a Cayenne Coupe drives almost exactly like an ordinary Cayenne. Of course, the standard Cayenne isn't 'ordinary' in the way it hurls nearly 2.3-tonnes of Zuffenhausen real estate up the road. Porsche reckons this variant is even better because of its fractionally lower centre of gravity, though any difference, is there is any, is virtually impossible to detect - on the public road anyway. As with the conventional car, the steering is on another level to what you get from large SUVs from most other brands, being meaty and direct.
But let's get to what's new with this updated model - starting with the six cylinder variants. The entry-level Cayenne Coupe's previous 2.9-litre V6 gets replaced by a twin-turbocharged 3.0-litre V6 generating 353PS. That engine also forms the basis for two Plug-in Hybrid variants, where it's boosted by an electric motor powered by a 25.9kWh battery that's larger than the unit fitted previously. The Cayenne E-Hybrid Coupe puts out 470PS, while the alternative Cayenne S E-Hybrid Coupe puts out 519PS: both offer around 46 miles of EV driving range and get to 62mph in a fraction under five seconds. Both the V6 PHEV derivatives now feature a new electric brake booster that can take tyre temperature into account and adjust the ABS intervention as necessary, allowing for a smoother mix between friction and regenerative braking.
To get the full-fat Cayenne Coupe performance experience though, you need a V8 variant. As part of this update, the mid-range Cayenne S Coupe model, which previously used a V6, adopted the twin-turbocharged 4.0-litre V8 unit familiar from Porsche's Panamera and the Lamborghini Urus. In a Cayenne S Coupe, this puts out 474PS, powering the car to 62mph in just 4.7s en route to a top speed of 170mph. That same V8 is also used in a 500PS Cayenne GTS model, which improves those stats only marginally to 4.4s and 171mph.
That V8 features again the flagship Plug-in Hybrid version, the Cayenne Turbo E-Hybrid Coupe, which puts out an enormous 739PS with 950Nm of torque; 0-62mph takes 3.7s en route to 183mph. And that's just for the standard version. If you're one of those Turbo E-Hybrid Coupe customers for whom too much is never enough, you'll want your car with Porsche's 'GT Package', which makes this the fastest Cayenne of all time, making 62mph in a frantic 3.6s en route to 190mph.
Otherwise, things are much as before. So there's 4WD of course and a ZF eight-speed auto gearbox. It's also worth mentioning that this Cayenne Coupe is just as happy as its predecessor off the beaten track.
Design and Build
That sloping roof line trims around 20mm from the height of a normal Cayenne and to even things out, a few extra millimetres of length and width have been added here and there. The result, to most eyes, is much more elegant than either a BMW X6 or a Mercedes GLE Coupe - but then, those cars are supposed to have an 'in your face' demeanour; in a way, that's the point of them. A Cayenne Coupe doesn't bother with pavement theatrics of that kind, though it's equally style-conscious in its own rather more mature way.
Brand loyalists will recognise this updated model by its resculpted bonnet and swollen wings - and perhaps also by new-look matrix LED headlights which feature over 32,000 pixels per cluster. In profile, you'll notice the smarter wheel designs, varying in size from 20 to 22-inches. And at the rear, there's a restyled 'three-dimensional' light bar and a restyled apron with a low-mounted numberplate.
The key changes with this revised design though, lie inside up front. The redesigned dashboard is dominated by a full-width digital panel incorporating up to three screens; a 12.3-inch central infotainment monitor, a 12.6-inch 'free-standing' curved instrument cluster for the driver and an optional 10.9-inch touchscreen ahead of the front seat passenger. Porsche says that this extra passenger screen can 'take the strain off the driver' by allowing someone else to set navigation destinations or media settings. The driver meanwhile, will have his or her eyes full of all the functions on the redesigned instrument display, which offers up to seven different views, including a five-dial '911'-style layout.
Away from screens, Porsche has redesigned the steering wheel, the centre console and the dash-mounted gear selector, borrowing from themes familiar from the Taycan EV. Otherwise, things are much as before. Take for example, the two available roof options - a full length panoramic glass affair or a carbonfibre panel with a 'double bubble' finish similar to that of a 911 GT3 RS. Various 'Lightweight Packages' can also be specified, each offering various carbonfibre interior and exterior trim elements and seats with a combination of alcantara and checked cloth upholstery. Up front, it's basically the same as a normal Cayenne, but in the rear, the normal bench makes way for a couple of individual seats, separated by a storage tray and a couple of cup holders. If you need the occasional option to take three, a '2+1' layout can be specified at extra cost. Out back, as you might expect, the boot has shrunk in size over the SUV version - from 745 to 625-litres: or 600-litres for the E-Hybrid variants.
Market and Model
Prices have risen quite a bit since we tested the original version of this Cayenne Coupe back in 2019. The asking figures at the time of this test in Summer 2025 started from around £82,000 for the standard 3.0 V6 petrol Cayenne Coupe, and it's then quite a big step up to the E-Hybrid (around £90,000) and the more powerful Cayenne S Coupe (which is pitched at £98,000). The S E-Hybrid version costs around £100,000, the GTS variant is around £109,000 and the top Turbo E-Hybrid Coupe is available either in standard form (from around £146,000) or in 'GT Package' form (in which case the car costs around £166,000). Yes, really.
If having considered all of the alternatives, you decide that it is a Cayenne Coupe that you really want, then you're going to need to know just how generous Porsche has been with the standard spec. We've mixed feelings here. The brand now includes 'Comfort Access' keyless entry, a reversing camera, Matrix LED headlights and 'Porsche Active Suspension Management' adaptive damping as standard, but you still have to pay extra for the roof rails, heated front seats and adaptive cruise control system that really ought to be standard on a luxury SUV of this price. At least the kit list's better than it used to be. As well as model-specific features like the PDK automatic gearbox and the Active All Wheel Drive system, the tally now runs to alloy wheels of at least 20-inches in size, an electrically-powered tailgate, LED tail lamp clusters, tinted heat-insulating glass and of course auto headlamps and wipers.
Inside, there are part-leather-trimmed 8-way-powered Sports seats, plus you get dual-zone climate control with pollen and carbon filters and cruise control with a speed limiter, while in addition the interior mirror (like the exterior ones) has auto-dimming functionality. The multi-function steering wheel has buttons that activate the 'Porsche Communication Management' infotainment set-up - a 12.3-screen that comes complete with navigation, voice control, internet capability, Bluetooth 'phone connectivity and a 10-speaker 150-watt DAB audio system. There's standard 'Apple CarPlay' and 'Android Auto' smartphone-mirroring. And an included 'Connect Plus' module with LTE and 4G 'phone connectivity, WiFi capability and an integrated SIM card.
Cost of Ownership
If you want a really efficient Cayenne, you'll need to wait for the full-electric version. But let's look at what we have in the combustion range with this Coupe model. The big ticket item on the Cayenne Coupe has long been depreciation, but then that's not an issue exclusive to Porsche. Show us one large SUV that retains its value well. The pace of change has been dizzying in this sector and older SUVs date rapidly due to advances in engine efficiency. Look at the prices or early petrol-engined Cayennes for evidence of this. Porsche has made big strides in improving fuel economy and driving down emissions with this model - principally with its Plug-in hybrid technology. Expect a CO2 figure from the E-Hybrid variant of just 90g/km (which means a low BiK tax rate); and up to 90mpg on the combined cycle, with an EV range of up to 48 miles. When connected to an industrial outlet, the batteries can be charged within around two and a half hours via the integrated on-board charger and the standard Porsche Universal Charger (AC) and it can be charged in less than four hours when connected to a conventional household electrical outlet.
As for the mainstream versions, well the base 3.0-litre V6 Cayenne Coupe manages up to 26.3mpg on the combined cycle and up to 246g/km of CO2 (with variance depending on spec and wheel size). For the twin turbo V8 Cayenne S Coupe, the figures are up to 23.7mpg and up to 274g/km. We would imagine 'real world' consumption on the S variant though, is likely to be a good deal scarier. While the Cayenne GTS Coupe is rated at up to 23.2mpg and up to 277g/km.