The original Cayenne supercharged Porsche’s sales, and 23 years later, the third-generation car is still the brand’s best-seller. But now the nameplate is heading into new territory with the launch of the 2026 Cayenne Electric, a battery-powered twist on the formula using lessons learned from the smaller Macan EV.

Related: Porsche’s Next Hybrids Could Get A Trick New Electric Motor

This isn’t just an electrified version of the familiar Cayenne. The new electric models ride on an entirely different platform, a version of the PPE architecture used in the Macan Electric, but stretched 5.1 inches (130 mm) to give a 119-inch (3,020 mm) wheelbase.

That wheelbase is also longer than the combustion Cayenne’s by the same amount, resulting in a healthy increase in rear legroom for passengers.

But enough about what the ruler says. Does the Cayenne Electric rule over its ICE brother when the light turns green? Damn right, it does.

There are two flavors at launch: the Cayenne Electric and the mighty Cayenne Turbo Electric. Both are all-wheel-drive, both are loaded with tech, and both are clearly designed to make you question why you ever cared about cylinders.

Most Powerful Porsche Ever

Let’s start with the showstopper. The $163,000 (plus $2,350 dest) Cayenne Turbo Electric’s dual-motor powertrain generates 844 hp (857 PS / 630 kW) in normal driving, but the Push-to-Pass boost, activated by a button on the steering wheel, throws in an additional 173 hp (177 PS / 130 kW) for 10 seconds at a time.

And the madness doesn’t end there, because with Launch Control activated, you can unleash up to 850 kW, which translates to 1,139 hp (1,155 PS) and 1,106 lb-ft (1,500 Nm) of torque.

Porsche says its most powerful production car ever goes zero to 60 mph (97 kmh) in 2.4 seconds – versus 3.1 seconds for the fastest combustion Cayenne, the Turbo GT – and gobbles up the standing quarter-mile in 9.9 seconds. Top speed? An ample 162 mph (260 km/h). Welcome to Porsche’s new performance reality.

The ‘regular’ $109,000 Cayenne Electric is plenty slower, but hardly tame. It produces 402 hp (408 PS / 300 kW) in normal driving and up to 435 hp (441 PS / 324 kW) when Launch Control is engaged. That output, and the 615 lb-ft (834 Nm) that goes with it, delivers you to 60 mph in 4.5 seconds and a top speed of 143 mph (230 km/h).

Brakes Optional

Both trims also deliver serious energy recuperation, with braking that can feed up to 600 kW back into the battery. Porsche claims that about 97 percent of routine braking situations never need to involve the physical brakes, though you can still opt for PCCB carbon rotors if you feel inclined.

Adaptive air suspension with Porsche Active Suspension Management is standard, and the Turbo adds a torque-vectoring rear differential. Both variants can be optioned with rear-axle steering and Porsche Active Ride, using active anti-roll bars, as on the Taycan, is also available.

The new 113 kWh battery pack is the heart of both models and is 13 kWh bigger than the one in the Macan Electric. Thanks to 800-volt architecture and improved cooling, the Cayenne Electric can charge at up to 400 kW under ideal conditions. A jump from 10 to 80 percent takes less than 16 minutes.

Porsche is also introducing optional inductive charging, becoming the first automaker to offer the tech on an EV in the US. Pull into your garage, park over the floor pad, and the SUV starts charging by itself at up to 11 kW.

Like A Scaled-Up Macan Electric

On the styling front, Porsche resisted the temptation to reinvent the Cayenne silhouette too radically. Instead, it sharpened it, bringing in some tricks from the Macan EV. The bonnet sits lower, the headlights are slimmer, the body lines crisper, and the doors feature frameless glass.

Out back, a 3D-effect light bar and illuminated Porsche lettering add nighttime pizzazz. Turbo Electric models get extra contrasting bits in a color called Turbonite, which sounds like something a Marvel villain would wear.

The Cayenne Electric’s new shape isn’t just for show. A drag coefficient of 0.25 makes it one of the most slippery SUVs in its class. Hidden aero flaps, a smart roof spoiler, and trick aero blades help it slice through the air and squeeze out more range. Porsche says the system constantly adjusts to changing speeds and loads, adding grip when needed and cutting drag when it’s not.

And if you’re more interested in cutting through rock trails than cutting through the air, an Off-Road Design package brings different front and rear bumpers to improve the approach and departure angles.

Related: New Cayenne Electric Packs More Screens Than A Vegas Buffet Of LEDs

Inside, rear passengers get more legroom and electric seat adjustment as standard, interior surface heating, and a panoramic roof that uses liquid-crystal tech to alter its opacity.

Then there’s the digital experience. The new Flow Display stretches across the dash with two large OLED screens for gauge cluster and infotainment duties. A 14.9-inch passenger display is optional.

There’s also an epic 87-inch head-up display with augmented reality guidance available, a new AI-driven Voice Pilot, and an upgraded app system with streaming and gaming baked in. That’s a lot of tech, but at least Porsche kept physical buttons for things like climate and volume.

A Long Wait

US deliveries of the 2026 Cayenne Electric start in late summer 2026, by which time we’ll be able to fill in blanks that include those all-important EPA range figures and maybe confirmation of the rumored mid-ranking Cayenne S with around 592 hp (600 PS / 441 kW), designed to bridge the gap between the two launch models. We’re also expecting to see the GTS badge appear at some point, as it has recently on the Macan Electric.

But don’t worry, if you’re a committed ICE fan, the combustion and plug-in hybrid versions of the Cayenne aren’t going anywhere, as they will live on well into the 2030s.

All the pictures above show the Cayenne Turbo Electric. The images in the gallery below are of the regular Cayenne Electric.

Porsche

Jeep is taking another swing at zero emissions adventure with the 2026 Recon, the first fully electric, Trail Rated Jeep, one that packs sports car-level acceleration, and promises real off-road ability. But the timing might raise eyebrows.

With EV sales slowing, companies like Ram scrapping planned electric utilities and Jeep’s first EV, the Wagoneer S struggling for sales, is this the right moment to launch a $65,000 electric off-roader?

Also: The 2026 Grand Cherokee’s Biggest Surprise Is Hiding Under The Hood

The Recon range will expand in time but for now Jeep is launching with just one trim, the dirt-lovin’ Moab. It comes with a single motor mounted at each end of the 112.9-inch (2,870 mm) wheelbase platform, the pair together pushing out numbers that are strong, even if they don’t set any EV records.

What Powers Jeep’s Electric Trail Machine?

The Recon delivers 650 hp (659 PS) and 620 lb-ft (841 Nm) of torque, which is 50 hp (51 PS) and 3 lb-ft (4 Nm) more than the priciest version of Jeep’s first US EV, the road-biased Wagoneer S that rides on the same STLA Large platform.

It also hits 60 mph (97 kmh) in a speedy 3.6 seconds and claims a 250-mile (155 km) range from its 100 kWh battery, compared with 3.4 seconds and 294 miles (473 km) for the Launch Edition Wagoneer S. But that inconsequential difference in acceleration, and rather more worrying range gap is the price you pay for genuine off-road chops.

Only the Recon gets Jeep’s Trail Rated stamp of approval, the one you’ll have seen on vehicles like the Wrangler, meaning it’s passed a series of tough tests to prove its ability to ford water and clear obstacles that would make a crossover cry.

Mud or Midtown?

To earn that Trail Rated badge the Moab features 33-inch tires and a 15:1 final drive at the rear for extra torque multiplication when things get messy. It has selectable locking differentials Selec-Terrain driving modes, including a Rock mode that’s exclusive to the Moab, and Selec-Speed Control to make light work of steep inclines or rocks.

The 100-kWh battery is protected by a full set of steel skid plates, and suspension components like large CV joints and half shafts have been beefed up to handle all that torque.

Unlike the solid-axle Wrangler, the Recon’s suspension is independent via short-long arm (SLA) at the front and integral link at the back. And it skips the combustion SUV’s vague recirculating ball steering for a modern rack and pinion setup.

That bodes well for on-road comfort, where the Recon operates mostly as a RWD vehicle, but what about those all important off-road angles? A 33.8-degree approach, 23.3-degree ramp and 33.1-degree departure angle are no match for the new V8-powered Wrangler Moab 392’s 46.7, 24.5 and 39.8-degree stats.

Some of that can be chalked up to the 193.3-inch (4,911 mm) Recon being almost exactly the same length as a Wrangler, but riding on a 5.5-inch (140 mm) shorter wheelbase, and having far less daylight beneath its floorpan.

The Recon loses the ground clearance battle by a big margin, 9.1 (231 mm) inches playing 11.1 inches (282 mm) in the Wrangler Moab, and up to 12.9 inches/328 mm on other Wranglers.

Classic Jeep Design With a Modern Edge

Still, that’s more trail ability than 99 percent of people will ever need, and at least the Recon looks the part. The design stays true to Jeep’s roots with a boxy stance, upright grille and four-square proportions.

The illuminated grille rings, flush door handles, and contrast roof options give it a modern edge without losing the heritage feel, buyers also getting the option to replace the standard dual-plane sunroof for an optional Sky One-Touch power top.

And yes, you can remove the doors, the swing gate glass and the quarter windows, for those really hardcore adventures without needing any special tools.

Try that in your Rivian R1S. Moab trim brings a few design tricks of its own, including tough-looking black coloring for the front and rear fascias, the fender flares, uniquer badge and an anti-glare hood graphic.

Jeep’s Biggest Screen

The cabin sticks to the adventure theme, blending durable materials with forward-looking tech and looking nothing like the inside of a Wagoneer S. A horizontal dashboard layout and grab handle nod to classic Jeep interiors, but a 26-inch digital display area stretches across the dash made up of a 12.3-inch digital cluster and 14.5-inch touchscreen – the biggest in any Jeep – running Uconnect 5.

That screen’s generous dimensions should make it easier to see the pitch and roll mapping on the automaker’s Trails App, as well as checking out the camera views. And if you want to bring your own camera, a modular accessory rail is ready for your GoPro.

Related: Stellantis Spends $13 Billion To Revive Jeep And Dodge In America

Audio comes from a standard Alpine system, and Jeep has even relocated the speakers under the seats so the sound doesn’t vanish when you pop the doors off.

How Much Does It Cost?

The 2026 Jeep Recon EV will be built at Jeep’s Toluca Assembly Plant starting early next year, priced at $65,000 for the Moab trim. But expect that price to fall later as other trims, and less powerful motor setups become available – or just through massive discounts if the Recon proves as tricky to sell as the Wagoneer S.

No doubt, Jeep is taking a bold bet on a market that’s still figuring out what it wants. How do you rate the Recon’s chances?

The Lucid Gravity is one of the most luxurious and fastest electric SUVs to hit the market, but despite all it has going for it, one low-mileage example recently failed to sell at auction, as bidders were unwilling to meet the seller’s reserve. It seems that both the vehicle’s condition and the seller’s handling of inquiries turned off potential buyers.

This particular Gravity is a Touring model finished in Abyss Black, equipped with the Dynamic Handling Package, the Surreal Sound Pro audio system, and Lucid’s DreamDrive 2 driver assistance suite.

A look at the window sticker shows it had an MSRP of $121,050, and as it had only been driven 1,700 miles (2,735 km) at the time of the auction, it could have been expected to fetch bids of over $100,000, but that wasn’t the case.

Read: Uber And Lucid Partner For Thousands Of Robotaxis

After a week on the platform, bidding for the SUV topped out at $87,287. For the most part, the exterior looks to be in good condition, but there is a deep, three-inch gash on the tailgate, an eight-inch scratch on the passenger side rear door, and a three-inch scratch on one of the quarter panels.

There’s no word on what caused this kind of damage, but it appears as though it’s been intentionally keyed, and the panels will need to be resprayed, which could be a costly endeavor for any new buyer.

Cars & Bids

According to the seller, he listed the Gravity on behalf of his friend who owned it for two weeks but decided he preferred his old Tesla Model X.

However, some people in the comments section questioned whether this was true or not and suggested the seller was simply trying to flip the SUV.

Paperwork Problems

The seller also mentioned that the title for the vehicle had not yet arrived and could take up to two weeks to process. For any buyer, that delay would complicate the handover and slow the completion of the sale.

Inevitably further impacting the sale of this Gravity is that it’s possible to order a Grand Touring model directly from Lucid with immediate delivery for just over $100,000.

Cars & Bids

BYD’s rise has been nothing short of meteoric. In a few short years, it has gone from a name most had barely heard of to the world’s leading producer of plug-in hybrids, even overtaking Tesla in sales of pure battery-electric vehicles.

This phenomenal success has been driven by a constant stream of new models that seem to appear with dizzying frequency. Whereas most legacy brands take years to research, develop, and launch new models, BYD has enjoyed the maneuverability and flexibility of a startup, while benefiting from China’s might in the automotive supply chain. It seems like every other week, we are discussing a new model from the BYD brand or one of its subsidiaries, such as Denza or YangWang.

Perhaps the single most important model BYD itself has launched in Australia is the Sealion 7. The name might sound like it was plucked from the rejected list of Pokemon characters, but the car itself is pitched as a legitimate rival to the Tesla Model Y. The question is whether it’s actually up to the job, or just another entry in the ever-expanding list of Tesla challengers. I spent a week living with one to see which way it leans.

QUICK FACTS

*Manufacturer

Price That Bites at Tesla

Down Under, the Sealion 7 is available in entry-level Premium guise from AU$54,990 ($36,200) or in flagship Performance form from AU$63,990 ($42,100). I spent my time in the Performance model, an SUV that is luxurious, comfortable, and very fast.

A starting price of AU$63,990 ($42,100) makes the BYD all the more compelling. In Tesla land, a new Model Y Long Range All-Wheel Drive starts at AU$68,900 ($45,400). The Model Y Performance is in an entirely different stratosphere, priced from AU$89,400 ($58,900).

While the Sealion 7 is cheap, BYD hasn’t skimped on the powertrain front. The Sealion 7 Performance is equipped with an 82.56 kWh lithium-iron phosphate battery driving a pair of electric motors with a combined 523 hp (390 kW) and 690 Nm (509 lb-ft) of torque.

Those are some seriously impressive figures, and even outmuscle the 510 hp (380 kW) and 580 Nm (423 lb-ft) offered up by the much more expensive 2025 Audi SQ6 e-tron I recently tested.

A Surprisingly Plush Cabin

Given the SUV’s competitive pricing, you could be excused for thinking that the cabin would feel cheap and tacky. That’s not true. Indeed, like many other new vehicles out of China, BYD has proven that you don’t need something from Germany to get high-quality materials and premium-feeling surfaces.

The cabin of the Sealion 7 is dominated by the same large 15.6-inch infotainment display found in other BYD models. It continues to spin between portrait and landscape orientations, and remains a conspicuous outlier, with no effort made to integrate it neatly into the dash. We can blame Tesla for starting this trend a decade ago with the introduction of the Model 3.

Photos Brad Anderson/Carscoops

While the screen’s positioning leaves a little to be desired, it’s difficult to critique its responsiveness or the software used. The screen is beautifully crisp and colorful, offering heaps of different displays and housing all of the important functions. Yes, this does include the climate control. Wireless Apple CarPlay and Android Auto are also included as standard.

Importantly, it wasn’t the screen that impressed me the most. Instead, it was the fit and finish. The dashboard, steering wheel, door panels, seats, and transmission tunnel are all clad in a combination of soft-touch leather and suede.

There’s also a gear selector toggle that looks like a shiny crystal, as well as some metal buttons to adjust the volume, drive mode, and brake regeneration. Not so nice is the piano black plastic panel stretching the entire width of the dashboard, but that’s the case in many new models, so that’s that.

There are also some interesting design quirks. For example, the positioning of the door handles is rather odd, as is the fitment of sporty seats without adjustable headrests. However, in terms of comfort, the seats themselves are excellent, offering ample padding and support. I also really like the metal-like buttons on the steering wheel and the doors.

Photos Brad Anderson/Carscoops

Other important features that come standard include a 50W wireless fast charger and two adjustable cupholders in the center console. A panoramic glass roof is fitted as standard, and unlike in a Tesla, it includes a power-operated shade.

There’s plenty of space in the rear for adults, too, with the Sealion 7 Performance offering plenty of head and legroom despite the swooping roofline. Throw in trick, multi-colored ambient lighting and you get a cabin that feels more premium than the AU$151,400 ($99,000) Audi SQ6 e-tron I drove a couple of months ago.

Fast, But Not Flawless

With a total of 523 hp (390 kW) and 690 Nm (509 lb-ft), it should come as no surprise that the Sealion 7 is quick. BYD says it’ll do 100 km/h (62 mph) in just 4.5 seconds, and it feels every bit as quick as that figure suggests. While the Model Y Performance may be a full second quicker, the Sealion 7 is pretty rapid, particularly considering it tips the scales at a hefty 2,340 kg (5,158 lbs).

The Chinese brand claims its EV can travel up to 456 km (283 miles) on a charge under the WLTP cycle, so I was surprised when I jumped inside to find the dash indicating 550 km (342 miles) of range. However, as I discovered, that was a very optimistic estimate.

I averaged 20.5 kWh/100 km in the Sealion 7 Performance, which is worse than you’ll get in a Model Y. It also means it has a real-world driving range of closer to 400 km (258 miles), which is a little sub-par.

Photos Brad Anderson/Carscoops

The charging speeds are also slower than those of some competitors. The Sealion 7 Performance is capped at 150 kW DC charging speeds, meaning it needs 32 minutes to be topped up from 10 to 80 percent. While this is unlikely to be an issue for the majority of owners who can charge their vehicles overnight at home, it is something worth bearing in mind.

As a daily driver and for cruising around town, the Sealion 7 is excellent. Like most EVs, the powertrain is exceptionally smooth, and there’s always an ample amount of power on tap. A minor grievance is that the regenerative braking system only offers two levels, and there is no one-pedal driving mode, which is a bit odd.

Grip With Caveats

Dynamically, the SUV does leave a little to be desired. It easily slips into understeer, despite the Michelin Pilot Sport EV tires that are fitted as standard, and it never feels particularly exciting or poised when hustling along a mountain road. But let’s be honest; this isn’t a concern for your typical crossover buyer anyway, so we’ll give it a pass.

Most owners, even in Performance guise, will use it to cruise around town or on a trip, lawfully abiding by speed limits and solely utilizing it as a way to get from point A to point B. In this regard, it excels thanks to the light steering, excellent visibility, and relatively unobtrusive driver monitoring system.

Comfort And Ride

An area that could be improved is the ride. While it’s not bad, it feels overly firm and could benefit from some additional development. There are better choices available for those seeking the ultimate in comfort, but I found this version of BYD’s EV to strike a reasonable balance between comfort and sportiness. After all, they don’t call it the ‘Performance’ for nothing.

My main issue when driving the Sealion 7 was the persistent wind noise coming from the wing mirror and A-pillar on the driver’s side that became particularly apparent at speeds over 60 km/h (37 mph). Although it wasn’t particularly loud, this isn’t an issue I’ve experienced in other electric SUVs in this class.

Verdict

While there are certainly areas of the Sealion 7 Performance’s driving dynamics that could be improved, it remains excellent value for money, significantly undercutting the Tesla Model Y.

The quality and comfort of the cabin were perhaps the biggest surprise. While it may sound like hyperbole to describe the interior as being nicer than many new European cars we’ve tested recently, it’s the truth. Will it stand the test of time as well as some of those offerings? That remains to be seen. As it stands, the Sealion 7 is a strong contender in a crowded, and very competitive, segment.

Photos Brad Anderson/Carscoops