New Porsche Cayenne Coupe Turbo review
New Porsche Cayenne Coupe Turbo review.
Porsche Cayenne Coupe specification
Where Graz, Austria Price £104,729 On sale now Engine 4.0-litre, V8, twin-turbocharged petrol Power 542bhp at 5750-6000rpm Torque 568lb ft at 2000-4500rpm Gearbox 8-speed automatic Kerb weight 2200kg Top speed 177mph 0-62mph 3.9sec Fuel economy 20.2-20.8mpg CO2 258-261g/km
Costs more than the standard car and is little different to drive, but the Cayenne Coupe certainly has an appeal all of its own
What is it?
Sorry to start with a cliche, but the Porsche Cayenne Coupe really is one of those cars that appears to be an answer to a question you thought nobody was asking. Yet like all manufacturers, and upmarket German premium ones in particular, Porsche is getting ever keener to make sure no niche goes unfilled. So what we have here is, as it says on the tin, a coupe version of its large Cayenne SUV.
Effectively a rival for high end versions of the BMW X6, Mercedes GLE Coupe and, arguably, the Range Rover Velar, the Cayenne Coupe at the very least should inject some driving dynamism into a class where generally speaking there is none. And it does that by being based on the best big SUV of the lot for those of us who love driving. Mechanically you see, the Coupe is pretty much identical to the standard model.
Obviously the big changes are external, where designers have grafted on a sloping roofline that chops around 20mm from the Cayenne’s height, plus added a few extra millimetres of length and width. Credit where credit’s due, though, because the Stuttgart stylists have done a rather neat job, the changes helping shed some of the standard car’s not inconsiderable visual bulk. It’s not a jarring shape like the BMW X6, instead it’s much more subtle, giving the Coupe more than a hint of slightly scaled up Macan.
Perhaps aware that this could be mistaken as a mere marketing exercise, Porsche has attempted to add some eye-catching engineering. For starters there are two roof options - a full-length panoramic glass job or a carbon fibre panel. The latter saves 21kg and gets a distinctive ‘double bubble’ finish similar to that of the 911 GT3 RS, which perhaps isn’t the sort of connection that car’s creators would like made.
The carbon roof is part of a number of ‘Lightweight Packages’ that can be specified, each designed to reinforce the point that the Coupe is a more serious driving tool than the normal Cayenne. Each gets some carbon fibre interior and exterior trim inserts, a reduction in sound deadening material and natty checked cloth trim and Alcantara trim for the seats. All in with the roof panel these add up to a saving 22.4kg. You want to minimise mass further then there are some forged aluminium 22-inch alloy wheels that shave around 17kg from the unsprung mass. All in that’ll be around £7,500. Mind you, the Coupe needs all the help it can get because without the diet parts the Turbo tips the scales at 2,200 kg, which is 25kg more than the five-door model. Less really is more in this case.
Elsewhere on the exterior you’ll notice at the trailing edge of the roof there’s a large fixed spoiler, which works in partnership with an active spoiler housed at the base of the windscreen. Capable of extending by 135mm it’s deployed at speeds in excess of 56mph and is claimed to increase aerodynamic pressure over a rear axle that’s 18mm wider. Of course for the peacocks among us it can be manually raised at any speeds simply by prodding a button.
Climb into the Cayenne Coupe and you’ll find that not only is there a fractional reduction in space, there are also fewer seats. In place of the standard car’s rear bench are a pair of individual chairs separated by a deep trinket tray and a pair of cupholders - although a 2+1 layout can be ordered at no extra cost. On the plus side the squabs have been lowered by 30mm, offsetting the lower roof.
However, boot space has shrunk considerably, from 745-litres to 625-litres. Folding the rear bench liberates 1,540-litres, which is 138-litres down on the standard car. Bear in mind the Cayenne Coupe Turbo’s figures are lower again, at 600-litres and 1,510-litres respectively.
The rest of the interior is largely carried over unchanged, with the same comprehensive dashboard with its wall-to-wall TFT displays. And of course the fit and finish are first rate, with top notch materials used throughout. It oozes premium appeal, with four-seat layout and lower roofline helping create a more bespoke and cosseting ambiance.
Mechanically it’s business as usual too, and from launch you get the same engine line-up (minus the plug-in eHybrid) as the Cayenne. The means the same choice of 335bhp or 434bhp 3.0-litre V6 in the entry-level and S models respectively, and a 542bhp twin-turbo V8 for the Turbo, which is what we’ve driven here. All engines get the same ZF transmission mated to four-wheel drive that features the firm’s ‘hang-on’ clutch, which means on the road it’s essentially rear-wheel drive unless the computers detect wheelspin and send torque forward.
Essentially the chassis stays the same too, with independent suspension. However, the Coupe’s rear axle is 18mm wider than the Cayenne’s, the PASM dampers are now standard on all models and the Turbo gets the three-chamber air-suspension - an option on the other two. You can also specify the 48 volt Porsche Dynamic Chassis Control (PDCC) that features active roll bars that aim to eliminate lean in the corners. On top of that there’s the Porsche Torque Vectoring Plus (PTV Plus) rear differential and the rear wheel steer axle. Predictably, all this gubbins was fitted to our test car.
This might sound just a little disingenuous, but if you’ve driven a standard Cayenne then there’s probably no need to continue reading this because, well, that’s exactly what the Coupe feels like. Yet while that might like cheap jibe, it’s worth bearing in mind that we’re still talking about the finest-driving large SUV there is.
Let’s get one thing out of the way, though: any change in the car’s behaviour because of the fractionally lower centre of gravity is virtually impossible to detect. Perhaps on a track you’ll notice, but on the roads of our Austrian test route the Coupe felt just like a Cayenne. In fact, apart from the slightly narrower view through the windscreen and a more restricted view rearwards there’s virtually no difference.
What that means is that despite tipping the scales at over two tons the Coupe creates the same uncanny feeling that it’s laughing very loudly in the face of physics. Try and rationalise it and your head will explode, because there’s no way on earth a car this big and this heavy should be able to cover ground at such an astounding rate and with what feel like limitless reserves of composure. Of course it helped that our car had the optional PDCC, torque vectoring rear differential and steered rear axle, all of which play a not insignificant part in its uncanny abilities.
What you’ll notice first is the way the Cayenne responds so quickly and accurately to the weighty steering, the nose staying resolutely locked on your line despite a very distant feeling that all that mass wanting to carry the car straight on. The rear steer helps here, rotating the rear of the car just enough to quell any understeer but without feeling wayward. Get hard on the throttle and rather than stability control systems going into meltdown the four-wheel drive system simply shuffles torque where it’s needed, the torque vectoring diff subtly overdriving the outside rear wheel to get you pointing at the exit just so. And because the four-wheel drive system essentially runs in rear wheel-drive mode you can even get a snifter of power oversteer out of slower corners, which is quickly and smoothly gatther by the trick transmission.
The body control is mind-boggling too, resisting lean, allowing you to corner fast and flat. Mid-corner bumps? There must have been some, but the Porsche would rather we didn’t know, simply steam-rolling them into submission. There’s genuine poise and control here, the Coupe behaving like some over-sized Golf R when pedalled with enthusiasm. And because you’re sitting so high-up you can see the road unfold ahead sooner, which partly offsetts the vast exterior dimensions
And it’s fast. By gum is it fast. Porsche claims that the Sport Chrono-equipped Turbo will crack 62mph from a standstill in 3.7 seconds, which is two tenths quicker than Cayenne Turbo - although top speed remains unchanged at 177mph. As with the handling you’ll be hard pressed to detect the shaved tenths of a second on the road, where the Cayenne remains blisteringly, almost anti-socially fast.
Peak torque remains at a monstrously high 568lb ft and is available anywhere between 2,000 and 4,500rpm, which is just where you need it for devastating point-to-point pace. In combination with the slick eight-speed auto that has an uncanny ability to second guess your needs, it allows the Turbo to make mincemeat of the straights between corners and any cars that happen to be in your way along the way, all of which will be left in the wake of your bellowing, belching optional sports exhaust.
Yet for all its speed and ability the Coupe still isn’t a fun car in the traditional sense. There’s satisfaction to be had from working its precise and honed controls and genuine awe at its otherworldly ability to devour any road you throw at it with such jaw-dropping composure, but the sense of connection isn’t deep enough and there’s always a nagging sense that the car is doing much of the work. But then it is an leviathan SUV and not a stripped out sportscar, so perhaps we’re being unfair.
Arguably a better indication of the sort of use the car is really intended for is revealed when you knock all the settings back. Row back from Sport Plus mode and the Cayenne Coupe is transformed into hushed, relaxing and extremely rapid GT car. Even on mammoth 20-inch wheels there’s a plushness to the ride, the air springs adding just enough waft, while only really ragged and torn tarmac betrays those vast rims, when there’s a slight brittleness to proceedings. It’s quiet too, the outside world relegated to nothing more than a very distant whoosh around the door mirrors and the odd thump from the suspension over a particularly deep pothole or sharp ridge.
Running costs, as you’d expect, are on the steep side. Claimed fuel economy for the Turbo is 20.2mpg, while we saw this drop near single figures on the harder driven points on our route. It also pumps out quite a lot of CO2, with a quoted maximum of 268g/km.
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