Porsche has put 1,139 hp (850 kW) and 1,106 lb-ft (1,500 Nm) into a five-seat family SUV. The 2027 Cayenne Turbo Electric starts at $165,350 including destination, weighs 5,860 lbs (2,658 kg), and reaches 60 mph in 2.4 seconds. EPA range is 298 miles, or 303 with the range-oriented tire.
That works out to 428 hp per tonne in a vehicle rated to tow 7,716 lbs (3,500 kg). The dual-motor setup draws from a 113-kWh pack on an 800-volt architecture, and the test car in Carscoops' first drive left Aspen wearing Monteverde Metallic, rear-axle steering, Porsche Active Ride, 22-inch SportTechno wheels and enough option boxes to reach $198,180.
The 1,139 HP Number Has An Asterisk
Full output arrives only with Launch Control engaged. Drive the thing normally and you have 844 hp (630 kW) on tap, which is still more than a 911 Turbo S. The headline figure exists for a stoplight party trick. The number you actually live with is 844, which tells you most of what you need to know about how EV output is marketed in 2026.
Stephen Rivers ran the launch on a public road roughly a minute after driving on gravel and recorded 2.5 seconds to 60, or 2.3 with rollout subtracted. Car and Driver managed 2.1 on a prepared surface. The claimed number holds up outside the press-day conditions, which is not something every manufacturer can say.
Charging Is Where Porsche Actually Wins
298 miles is unremarkable. The base Cayenne does better at 317, the S sits at 299, and the Lucid Gravity Grand Touring reaches 450. On range alone the Cayenne loses to a car that costs $66,000 less.
Charging flips it. The 800-volt system accepts up to 400 kW under ideal conditions, good for 10 to 80 percent in about 16 minutes. Porsche built this for people who cover distance rather than people who read range figures, and the Colorado test route through Independence and Cottonwood Pass was chosen to make that point.
Helicoptering, And Why It Matters More Than The Power
The Turbo gets Porsche Active Ride, which does something genuinely odd. Under acceleration the rear suspension lifts and the front lowers, cancelling the nose rise. Under braking it reverses. In corners the outer corner lifts and the inner drops. Porsche calls it helicoptering.
The useful part is not the flat body control. It is that the system kills the lurch that instant torque and regenerative braking create in almost every heavy EV, without making the car feel numb. The regen-to-friction handoff is imperceptible, which is rarer than it should be at this price. There is no one-pedal driving mode, and that is deliberate.
Rear-axle steering makes a 196.3-inch SUV shrink in tight corners. The base car, at 435 hp (325 kW), goes without the active suspension, the active aero and the rear steering, and still keeps pace with Turbos on a mountain road.
The Lucid Problem
Lucid is the reason this is a difficult car to recommend on paper. The Gravity Touring starts at $79,900. The 828-hp Grand Touring is $98,900 with up to 450 miles. The 1,070-hp GT-S costs $125,900, hits 60 in 3.1 seconds, seats seven and swallows 120 cubic feet of cargo against the Cayenne Turbo's 26.4.
Price per horsepower: $145 for the Porsche, $118 for the Lucid GT-S. Cadillac's Vistiq undercuts both at $77,395 with three rows, 615 hp and standard Super Cruise. Volvo's EX90 makes the calm-and-safe argument at 670 hp in Twin Motor Performance form. BMW's iX5 replacement does not reach the US until next year and tops out at 570 hp in 60 AWD trim.
Porsche's answer is not the spec sheet. It is that none of those cars were engineered by people arguing about how to make 2.7 tonnes change direction on a pass at 12,000 feet.
The verdict from Colorado was blunt about the weak points: middling range, real weight, a cabin that leans hard on the curved Flow Display at a moment when screen fatigue is setting in, and a depreciation record on Porsche EVs that nobody at Zuffenhausen enjoys discussing. What survives all of that is that the car feels like a Porsche before it feels like an EV.
The Cayenne Electric is on sale now, spanning roughly $110,000 to $200,000 across Base, S and Turbo in both SUV and Coupe bodies, with the Coupe giving up cargo space to 18.9 cubic feet on Base and S and 17.7 on the Turbo.
