Used 2022 Porsche Cayenne Coupe

The lowdown on the 2022 Porsche Cayenne Coupe is that it isn’t a coupe at all. Not in the accepted sense of a 2-door vehicle with a fixed, sloping metal roof like, say, the Porsche 911.

Yes, Porsche is following the trend set by the BMW X6 and echoed by the Mercedes-Benz GLE-Class Coupe. Both have four doors.

But let’s indulge the Porsche marketing department’s little flight of fancy, because we have more important things to do. And enjoy.

Accepting that luxury midsize SUV/crossovers with sloping roofs are now definitely a thing, the Cayenne Coupe is a fine example of whatever that thing might be. After all, it is made by Porsche, whose entire philosophy is based on the thrill of driving. Luxury touches are a relatively recent addition, but the company does those just as well as it does the exciting stuff.

This approach reaches a new high in 2022 with the introduction of the Turbo GT model. Available solely as a Cayenne Coupe (there isn’t a regular SUV counterpart), this machine has improved suspension components and brakes to accompany its 631-horsepower output, making it a strong contender against the BMW X6 M and the Mercedes-AMG GLE 63 S Coupe.

The rest of the Cayenne Coupe lineup is still absolutely desirable, with drivetrains ranging from turbocharged V6 engines to plug-in hybrids using electricity for greater power in addition to lower emissions.

The regular midsize 2022 Porsche Cayenne SUV is reviewed separately.

The proof of any Porsche pudding is in the driving. Even when it’s an SUV with a sloping roof.

Factor in the decades of motorsport success, quality of engineering, unrestricted German autobahns, knowledge, and thrills. They all seem to filter into the Porsche driving experience — every turn of the wheel, every squeeze of the throttle, and every prod of the brake pedal. Yet the Cayenne Coupe remains civilized and easily drivable in any situation.

Naturally, the legendary Porsche power and handling become ever more apparent with the bigger engines. The GTS has its air suspension lowered by about half an inch and comes with Porsche Torque Vectoring Plus, bringing fully variable torque to whichever wheels are necessary to maintain ideal grip and traction.

Porsche Dynamic Chassis Control (standard at the Turbo S E-Hybrid level, optional in lower models) works in conjunction with the adaptive air suspension to reduce body lean through corners. Rear-wheel steering is another addition that enhances agility while also making low-speed maneuvering easier.

The new Turbo GT rides on an air suspension that’s lower than that of the GTS. It’s not the most powerful 2022 Cayenne Coupe, but it’s the fastest, capable of rocketing from standstill to 60 mph in a mere 3.1 seconds and hitting a top speed of 186 mph. It’s lighter than the 670-horsepower Turbo S E-Hybrid by 673 pounds.

Following Porsche tradition, the rev counter is right in the center of the instrument panel. The company believes real drivers should be aware of what’s going on with the engine at all times, know how to extract maximum performance, and plan their gear changes accordingly.

It’s more a reminder of Porsche’s illustrious heritage, since there’s an automatic transmission doing the work here, but it’s still kind of fun. There’s always a thrill to sitting in a Porsche driver’s seat and looking at that famous crest on the steering wheel before firing up the engine.

There are many choices of interior color schemes and various upholstery materials. Even the seat belts are available in different colors.

In its standard form, the Cayenne Coupe has what it calls 2+2 seating, meaning two nice seats up front and a couple of smaller places (still sufficient for adults) in the back. Unsurprisingly, rear headroom is reduced in comparison to the Cayenne SUV. But if that was really an issue, a buyer would be in a different corner of the Porsche showroom. A 3-position bench is offered at no extra cost.

Let’s assume that someone considering a new Cayenne Coupe is not planning to transport wardrobes. That said, cargo space is pretty good, with 22 cubic feet behind the 40/20/40 split/folding rear seats and 54.3 cubic feet when they’re folded down. The E-Hybrids give away a few cubes because of their extra components.

It’s all a matter of taste, of course, but even the most sports-car-loving/SUV-hating purists might still drop their jaws and turn their heads if a sleek new Cayenne Coupe rushed past. Trying to turn an SUV into something gorgeous has not been an easy thing to do, judging by the efforts behind the BMW X6 and Mercedes-Benz GLE-Class Coupe.

We’d argue that the Cayenne Coupe is the most successful so far at combining and harmonizing these two disparate elements. It helps to have a Porsche 911 as inspiration in the first place.

Compared with the Cayenne SUV, this variant’s roof has been dropped by almost an inch. Just below the rear window is a spoiler that rises and retracts automatically, along with a fixed spoiler above the glass.

The new Turbo GT has a model-specific rear diffuser and a contoured roof both made of carbon fiber. This second item reduces weight and lowers the center of gravity for an even sportier drive.

ALL-WHEEL DRIVE
Sorry if this sounds boring, since “real” driver’s cars are supposed to have rear-wheel drive, etc. But having decided that the Porsche Cayenne Coupe is its own special thing, we’re showing the all-wheel-drive system some love. Not just because it optimizes traction and grip on dry roads to exploit whatever power is bubbling under the hood. It also means being able to drive this thrilling vehicle every day of the year, throughout all four seasons. Which can only be a good thing.

BURMESTER SURROUND-SOUND SYSTEM
First, the bad news. It’s a $7,000 option. Now the good news. This 1,455-watt/21-speaker setup sounds absolutely awesome. Loud, but clear as a bell. It also improves the quality of compressed audio file formats like MP3. Listen to this back-to-back with the cheaper Bose system that’s also available and it won’t even be a contest.

The basic Cayenne Coupe starts things off in this lineup. The alloy wheels don’t just measure 20 inches in diameter — they also have staggered widths: 9 inches up front, 10.5 inches at the back. All the better for getting the power to the pavement. The front brake calipers have six pistons — which is a lot. Then again, the Turbo has 10-piston front calipers.

Other standard features include LED exterior lighting, fixed panoramic roof, powered tailgate, keyless entry/ignition, 8-way power-adjustable front seats, dual-zone automatic climate control, and partial leather upholstery.

Driver aids are disappointingly sparse — forward collision warning with automatic emergency braking, and front/rear parking sensors.

The infotainment system has a 12.3-inch touchscreen, four USB-C ports, wireless Apple CarPlay/wired Android Auto smartphone integration, Bluetooth, navigation, satellite radio, and voice control.

Porsche’s frequently optional Sport Chrono package (analog clock, stopwatch, launch control mode) is standard in the Cayenne Coupe.

Going up the model ladder, extra equipment is added as the power numbers increase. At the GTS level, the adaptive air suspension is included, along with 21-inch alloy wheels (11 inches wide at the back), torque vectoring, sportier front seats, leather upholstery, and self-dimming mirrors.

Along with the Turbo’s upgraded brakes are 18-way power-adjustable front seats with memory settings, heated steering wheel, and a 710-watt/14-speaker Bose surround-sound system.

The Turbo S E-Hybrid comes with ceramic-composite brake discs, dynamic chassis control, and dynamic LED headlights.

The top Turbo GT has 22-inch alloy wheels (10.5 inches wide up front, 11.5 inches at the back) wearing ultra high-performance summer tires, contoured carbon fiber roof, and a titanium sport exhaust system. It reverts to heated/8-way front seats — this time with simulated suede (Alcantara) centers — and loses the Bose audio system.

Porsche would no doubt rationalize the incredibly long and account-draining options list by saying that every buyer can choose exactly what they want to go into their new Cayenne Coupe without having to accept things they don’t want. So virtually every vehicle leaving the factory could be one of a kind.

That said, it’s still annoying to pay all that initial cost, then hand over more for thermal/noise-insulating glass and hands-free tailgate operation. Who wouldn’t want those?

OK, deep breath, here are some of the many extras — different wheels, paint colors, leather seating, interior colors, wood/aluminum/carbon fiber cabin accents, off-road package, skid plates, puddle lights, heated/ventilated/massaging front seats, leather-wrapped steering column, wireless phone charging, ambient lighting, soft-closing doors, and Porsche crests on the front headrests.

Among the driver assistance options are blind-spot monitoring (known on Planet Porsche as Lane Change Assist — which we recommend, in light of the Cayenne Coupe’s wide rear pillars), 360-degree camera system, night vision, head-up display, remote parking/self-parking, and adaptive cruise control with partial self-driving.

Never let it be said that Porsche is stingy with its drivetrain options. The 2022 Cayenne Coupe offers seven — two of them plug-in hybrids, all of them turbocharged. Output goes from a respectable 335 horsepower to an electrically enhanced 670 horsepower. The new Cayenne Turbo GT Coupe has a twin-turbocharged 4.0-liter V8 making 631 horsepower.

All versions have all-wheel drive, plus an 8-speed automatic transmission with shift paddles mounted beneath the steering wheel (as well as a conventional lever). An engine stop/restart feature is joined by a coasting function to save some of that premium fuel that every Cayenne Coupe variant requires.

The plug-in hybrids employ a lithium-ion battery that enables them to travel between 15 and 17 miles in electric vehicle (EV) mode, yet still hit an all-electric top speed of 83 mph. The Environmental Protection Agency (EPA) takes this electric range into account when calculating the miles-per-gallon equivalent (MPGe) figures. The other figure is the mpg for when the Cayenne is running purely on gasoline.

3.0-liter turbocharged V6 (Cayenne Coupe)
335 horsepower @ 5,300-6,400 rpm
332 lb-ft of torque @ 1,340-5,300 rpm
EPA city/highway fuel economy: 19/23 mpg

3.0-liter turbocharged V6 + electric motor (E-Hybrid)
455 total horsepower
516 lb-ft total torque
EPA combined fuel economy: 46 MPGe (gas & electric)/21 mpg (gasoline)
Battery-only range: 17 miles

2.9-liter twin-turbocharged V6 (S)
434 horsepower @ 5,700-6,600 rpm
405 lb-ft of torque @ 1,800-5,500 rpm
EPA city/highway fuel economy: 18/22 mpg

4.0-liter twin-turbocharged V8 (GTS)
453 horsepower @ 6,000-6,500 rpm
457 lb-ft of torque @ 1,800-4,500 rpm
EPA city/highway fuel economy: 15/20 mpg

4.0-liter twin-turbocharged V8 (Turbo)
541 horsepower @ 5,750-6,000 rpm
567 lb-ft of torque @ 1,960-4,500 rpm
EPA city/highway fuel economy: 15/19 mpg

4.0-liter twin-turbocharged V8 + electric motor (Turbo S E-Hybrid)
670 total horsepower
663 lb-ft total torque
EPA combined fuel economy: 42 MPGe (gas & electric)/18 mpg (gasoline)
Battery-only range: 15 miles

4.0-liter twin-turbocharged V8 (Turbo GT)
631 horsepower @ 6,000 rpm
626 lb-ft of torque @ 2,300-4,500 rpm
EPA city/highway fuel economy: 14/19 mpg