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. Try to 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. What that means is that despite tipping the scales at over two tonnes, the Coupé creates the same uncanny feeling that it’s laughing very loudly in the face of physics. In fact, apart from the slightly narrower view through the windscreen and a more restricted view rearwards, there’s virtually no difference. Perhaps on a track you’ll notice, but on the roads of our Austrian test route the Coupé felt just like a Cayenne. 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. Yet while that might seem like a cheap jibe, it’s worth bearing in mind that we’re still talking about the finest-driving large SUV there is. 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 Coupé feels like. How does the Cayenne Coupé perform on the road? Predictably, all this gubbins was fitted to our test car.
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On top of that, there’s the Porsche Torque Vectoring Plus (PTV Plus) rear differential and the rear wheel steer axle. You can also specify the 48V Porsche Dynamic Chassis Control (PDCC) that features active roll bars that aim to eliminate lean in the corners. However, the Coupé’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. 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.Įssentially the chassis stays the same too, with independent suspension. That 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. Mechanically it’s business as usual too, and from launch you get the same engine line-up (minus the plug-in E-Hybrid) as the Cayenne. It oozes premium appeal, with the four-seat layout and lower roofline helping to create a more bespoke and cosseting ambience. And of course the fit and finish are first rate, with top-notch materials used throughout. The rest of the interior is largely carried over unchanged, with the same comprehensive dashboard with its wall-to-wall TFT displays. Bear in mind the Cayenne Coupé Turbo’s figures are lower again, at 600 litres and 1510 litres respectively. Folding the rear bench liberates 1540 litres, which is 138 litres down on the standard car. However, boot space has shrunk considerably, from 745 litres to 625 litres. On the plus side, the squabs have been lowered by 30mm, offsetting the lower roof. 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. Of course, for the peacocks among us, it can be manually raised at any speeds simply by prodding a button.Ĭlimb into the Cayenne Coupé and you’ll find that not only is there a fractional reduction in space, there are also fewer seats. 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. Less really is more in this case.Įlsewhere 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. Mind you, the Coupé needs all the help it can get because without the diet parts, the Turbo tips the scales at 2200kg, which is 25kg more than the five-door model. To minimise mass further, there are some forged aluminium 22in alloy wheels that shave around 17kg from the unsprung mass. All in, with the roof panel, these add up to a saving 22.4kg. Each gets some carbonfibre interior and exterior trim inserts, a reduction in sound deadening material and natty checked cloth trim and Alcantara trim for the seats. The carbonfibre roof is part of a number of ‘Lightweight Packages’ that can be specified, each designed to reinforce the point that the Coupé is a more serious driving tool than the normal Cayenne. How does the Coupé compare to the standard Cayenne?
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