2024 Porsche Cayenne S E-Hybrid Review: Irrationally Rational

There are thirteen variations of the current Porsche Cayenne.

There’s a certain symmetry here. Ignoring the range-topping Turbo GT—a tough feat, admittedly—there are a dozen options, split evenly between classic SUV shape and “coupe.” Of those six respective models, three each are pure gas, while the others are plug-in hybrid models. This 2024 Porsche Cayenne S E-Hybrid is the middle choice of the latter.

Blessed with more power and electric range, the S E-Hybrid should be the ideal all-rounder of the lineup then: more practical, more efficient, but not more more. Is this sort of rationality what buyers seek from Porsche’s SUV these days? I spent a week finding out.

What’s New for 2025:

Porsche gave the entire Cayenne lineup a thorough rejiggering for 2024, and it all carries over to 2025. The tweaked design brought with it the requisite cabin tech upgrade along with various powertrain improvements. The popular Cayenne S regained a V8, for example.

That’s the pure-gas Cayenne S. This is the S E-Hybrid, which retains a 349-horsepower, turbocharged six-cylinder but sandwiches an electric motor between it and the eight-speed transmission. The motor is now more powerful (174 hp and 339 pound-feet), resulting in a combined 512 hp and 553 lb-ft of torque.

Every Porsche plug-in hybrid benefits from a larger-capacity 21.8-kilowatt-hour (net) battery pack. An official EPA range isn’t available, but expect about 35 miles (56 kilometers) on a charge.

Powertrain and Fuel Economy:

Every Cayenne E-Hybrid uses the same battery pack and electric motor, so when driven in pure EV mode, this mid-level S is identical to the entry Cayenne E-Hybrid as well as the bonkers Turbo E-Hybrid. Power inflation is a thing: 174 horsepower sounds like nothing these days, but the 339 lb-ft allow the Cayenne to quite easily hum along in traffic. Provided it’s got the juice, it’ll handle highway speeds as well.

The hand-off is seamless, with zero interruption as the system brings on or blends in the turbo V6. As engines like this go, this one is solid: not the most endearing note, but torquey and responsive. The hybrid system has revised parameters, resulting in the gas engine needing to recharge the battery less often and allowing both propulsion sources to work in unison more of the time. While drivers can’t force the system to hold at a determined battery percentage, I found switching to Sport or Sport Plus the best way to conserve battery power for when I’d prefer it (ie. around town). Have ‘em both working and Porsche quotes a 4.7-second dash to 62 mph (100 km/h), and a quarter-mile run of 13.0 seconds even. That’s a whole tenth of a second quicker than the V8-powered Cayenne S, if you care about that sort of thing.

When charging via the provided 11-kW charger, the Cayenne S E-Hybrid can fully restock its electrons in around 2.5 hours.

Handling and Drivability:

The S E-Hybrid is not the Turbo GT. I know, that should be obvious. Yet it shows the breadth of abilities the current Cayenne has, that the 512-horsepower plug-in hybrid feels like a completely different model to the 641-horsepower range-topper. But which is the truer representation of what a Cayenne should be?

This middle-child hybrid model shares its sibling's unfussed, always-composed feel behind the wheel. There’s little of the eagerness to hunt out the long way to work, however. Yes, that steering wheel is perfectly sized and well-weighted, with consistent feedback even just a degree off-center. But the S prefers you take it easy. It’s one of the least Porsche new Porsches I’ve driven.

Braking is ably handled by large disc brakes at all four corners. Porsche has fitted a new brake booster for a smoother transition between regenerative and friction braking. Whatever it has done, it works: the Cayenne’s brake pedal is always firm and positive.

Ride Quality and Comfort:

Okay, it’s not the sportiest Porsche or even Cayenne. But that makes for an exceptional cruiser. The S E-Hybrid helpfully whisked me all across the city and beyond during our week together, a smooth chameleon of a daily driver that blends into whichever environment it finds itself. A standard two-chamber air suspension gives it a wider breadth of abilities too: a laidback, go-with-the-flow feel in the regular setting is very on-brand. This tester includes soft-close doors with noise-insulated glass, so the Cayenne is also very quiet on highway runs.

Porsche can’t miss with seat comfort, either. The S E-Hybrid features well-contoured front seats with plenty of adjustments along with heating and (optional) ventilation. The rear seats are a little flatter but still comfortable, and head- and legroom are both good. Folks in the back get to enjoy the same power adjustments and ventilation as well.

 Storage space does take a hit for the hybrids. Seats-up volume falls from 27.3 cubic feet to 22.1 (773 to 626 liters).

Interior Style and Quality:

The 2024 glow-up does the Cayenne cabin wonders, bringing it bang up to date while maintaining the Porsche vibe—okay, except where the start button should be. The design is simple and clean with excellent material use, which should keep this looking and feeling new for quite a while.

Porsche’s red leather always reads like a lot in photos, but it melts away in the driver’s peripheral while on the move. Of course, should you crave even more, or some sort of unusual color combination, Porsche’s configurator will allow for just that.

While I’m still not sold on the smudge-friendly touch controls in the center console, the clicky switches that accompany them earn praise. Same with the ever-watching eye of the optional Sport Chrono package sat atop the dashboard. I’m still not sure what the tiny cubby behind the volume knob is actually used for.

Tech and Safety:

Porsche’s infotainment might not be the flashiest on the scene, but it’s crisp and clean and so easy to use. The central touchscreen seldom requires more than two or three pokes, and there’s good customization available within the digital instrument cluster. Apple CarPlay works well wirelessly, and Porsche provides additional features for iPhone owners, all accessible via the My Porsche app. Buyers can spec a third screen ahead of the front passenger; it’s a little gimmicky, but at least there’s a privacy coating to make it unviewable for the driver.

Porsche still values the choose-your-own-adventure approach that offers buyers nearly every option carte blanche. Industry trends are unavoidable, however, and thus even the Cayenne has more standard driver assists. Blind-spot monitoring works well; lane keep assist less so, as there’s more ping-ponging between the lines than I’d expect. The available adaptive cruise control is well-mannered. Porsche’s backup cameras are still odd: the fisheye effect improves visibility but makes it harder to judge distances.

Value Dollars and Sense:

In America, the Cayenne S E-Hybrid arrived just over the six-figure mark, at $100,750 including destination. That base price now surges to $107,095 for 2025, with $345 of that coming from an increased destination fee. An exact match of this Canadian-spec tester isn’t possible, but the closest build would end up around $128,000.

In Canada, this model started at $116,550 CAD including destination (2025 price: $120,850 CAD), and its build sheet lists it at $143,360 CAD. Most of the increase comes from the Premium Package Plus ($9,790 CAD), which bundles together four-zone climate control, the upgraded (and quite good) Bose sound system, a panoramic roof, a 360-degree camera, 14-way adjustable seats, and more. Those aero wheels are almost half that price on their own, as well.

The Porsche tax is real. The excellent BMW X5 xDrive50e has barely less power, better electric range, and is more spacious, at a loaded-up price below where the Cayenne starts.

Final Thoughts:

There is a certain amount of sense in the 2024 Porsche Cayenne S E-Hybrid. For the person already sold on getting a Cayenne as the family hauler, its blend of efficiency, space, power, and comfort makes a strong, rational argument. I’m just not convinced “rational” is a primary decision factor for many Porsche buyers. This is a brand built on desire, and that makes both the V8-powered Cayenne S or—for even more dollars—the wickedly fun Cayenne GTS hard to ignore.

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