Porsche wasn’t the first automaker to sell an SUV that felt quick. It was, however, the first to prove that an SUV could be truly athletic on pavement. The original Cayenne was somewhat unloved by many in the automotive sphere, but it set a new bar for an SUV that could do more than hustle down a straight road with a loud exhaust and too much body roll. It could attack curves in a way no other similar vehicle could. 

Now Porsche has a different, arguably tougher job. The 2027 Cayenne Electric arrives in a market already full of expensive electric SUVs, including the Lucid Gravity, Cadillac Vistiq, Volvo EX90, Mercedes EQS SUV, and BMW’s upcoming iX5. This time, being fast is not enough. The question is whether Porsche can make an EV SUV feel special enough to rewrite the rulebook again.

The Cayenne Turbo Electric certainly has the hardware to try. Its dual-motor system produces 1,139 hp and 1,106 lb-ft of torque with Launch Control engaged. That is four-figure power in a five-seat family SUV. The real question isn’t just whether or not the driving experience will be memorable. It’s whether it’ll be memorable enough and engaging enough to be a true sales success for the brand at a time when Americans are overlooking impressive EVs all over the market. 

Quick Facts

Styling Befitting A Cayenne

Credit: Stephen Rivers for Carscoops

The overall look of the Cayenne Electric is stately. Not everyone will love the changes made in favor of identity and aerodynamics, but at least it doesn’t feel overstyled or too much like a jelly bean. Simple designs tend to age the best. That does not guarantee the Cayenne Electric will become a classic, but it has a much better shot than many. 

The headlights are the one element I am still not fully sold on. They are technically impressive and help emphasize the Cayenne’s width, but they do not have quite the same immediate warmth as the best Porsche lighting signatures. Everything else works. On the Turbo, the active aerodynamic blades at the rear even extend at speed to clean up airflow. You will never see them work from the driver’s seat, of course, but they are genuinely cool.

The reference vehicle here wears Monteverde Metallic over a brown Espresso leather cabin with black accents. It also gets rear-axle steering, Porsche Active Ride, the SportDesign package, 22-inch SportTechno wheels, performance summer tires, HD-Matrix headlights, a panoramic roof, and the Premium Package. The $163,000 starting point climbs to $198,180 quickly. That is Porsche ownership in a single sentence.

A Familiar Porsche Cabin, Just With More Glass

There are plenty of nods to the original Cayenne inside. The high center tunnel is still there. The steering wheel is recognizably Porsche. The seating position remains appropriately sporty for a Porsche, not just an SUV. It’s capable of settling in quite low, and that’s a big win. The chairs could plausibly come from one of Porsche’s sports cars, excluding the most hardcore GT models. They are supportive, comfortable, and genuinely attractive. The dashboard itself is a different deal entirely.

The centerpiece is Porsche’s curved Flow Display, which stretches down from the center stack toward the physical climate controls. It looks theatrical but is actually very functional in practice. The wrist rest below it enables genuinely easy use as the controls typically sit on the lower portion of the screen while the upper level shows the occupants what they’re managing. Many automakers expect drivers to operate giant touchscreens with one hand floating in mid-air. The wrist rest fixes that issue. 

Some buyers will absolutely decide there is too much screen here. They will not be wrong. In 10 years, this cabin could look dated in the same way early digital dashboards eventually do. Or it could develop the occasional electrical gremlin that turns its futuristic charm into a very expensive service appointment.

Right now, though, it feels appropriately over the top. The optional passenger display is one of the more feature-rich units in the business, and it reacts quickly enough that it does not feel like a tablet trapped in a dashboard. Users can connect bluetooth headphones, watch YouTube, and other things while their phone charges on the wireless dock in the console. 

Porsche also put the physical volume control in the middle of the climate controls, where the passenger can reach it without leaning across the cabin. More automakers need to figure this out. There is no reason the passenger should need to reach toward the driver’s side for a knob when the driver already has audio controls on the steering wheel.

Credit: Stephen Rivers for Carscoops

The seats, upholstery, and major touchpoints feel appropriately expensive. The physical switchgear works well and provides a really nice tactile sensation during use. Some of it feels a little underwhelming, perhaps with its flat black color, but it should age well. The rear seats aren’t what I’d call spacious, but at six-foot-six, I still fit back there without feeling cramped. The seats themselves also offer quite a bit more lateral bolstering than just about everything else on the market. More performance-slanted SUVs should take note. 

Finally, the cargo space is genuinely useful. The Turbo model offers 26.4 cubic feet of space, while the Base and S versions offer 27.6 cubic feet. The Coupe models see a significant drop-off to 18.9 for Base and S and just 17.7 for the Turbo. 

Range And Charging

The Cayenne Turbo Electric is EPA-rated for 298 miles of range, or 303 miles with its range-oriented tire. That is fine. Not great, not embarrassing, just fine. The base Cayenne does better at 317 miles, while the Cayenne S is rated at 299 miles. Those are respectable numbers, but the Lucid Gravity makes the Porsche’s range look merely ordinary with up to 450 miles in Grand Touring form.

Where Porsche fights back is charging. Its 800-volt architecture can accept up to 400 kW under ideal conditions, allowing a 10-80 percent charge in as little as 16 minutes. That requires the right charger and the right battery conditions, obviously, but the capability matters. The Cayenne is built for drivers who will use it hard and cover long distances, not just people who want a fast commute appliance.

Driving Impressions: A Serious Testing Space

Speaking of driving hard over long distances. Of all the places to test an EV, several mountain passes in the Colorado Rocky Mountains aren’t what most would consider ideal. After all, range is heavily affected by the environment, and climbing can diminish it quickly. Despite that, Porsche brought us out to Aspen, Colorado, to test these cars and then sent us on a 234-mile trek through Crested Butte and Buena Vista as well as over Independence and Cottonwood Pass. 

Driving the Turbo variant, with up to 1,139 hp (850 kW) when using launch control, the most immediate sensation is just how comfortable, quiet, and composed the car feels. Thanks to the active suspension, the Cayenne Turbo is almost always adjusting to suit the moment. By that, I mean that it has features that attempt, and almost always succeed, in countering any forces that a lesser SUV would feel under normal driving actions. 

Under medium acceleration, the rear suspension actually lifts up very gently while the front lowers to keep the body level and cancel out the nose lift that is typical in just about every other vehicle, period. On braking, the opposite happens as the nose lifts rather than dips. In turns, the outer suspension lifts and the inner lowers. 

This is what Porsche called “helicoptering,” and while it sounds like a party trick, it basically eliminates the sometimes jarring feeling that an EV can create with its instant torque and regen. It also never makes the car feel disconnected, numb, or artificial, which could be the most impressive bit of that technology. 

Then, there’s the real party trick in this SUV: its ability to go from stately five-passenger luxury cruiser to an absolute maniac. Spin the dial into Sport Plus, come to a stop, mash the brake, then the accelerator, let go of the brake, and it’ll do 0-60 in the real world in 2.4 seconds. Importantly, Porsche claims that figure, but we tested it on a real road literally less than a minute after driving on gravel, and it delivered a 2.5-second 0-60 time that registered as 2.3 when subtracting rollout. 

Porsche tells us it managed its run on a prepared surface. Car And Driver recently managed 2.1 seconds, also on a prepared surface. We intentionally tested on a real road and are happy to tell you that this car will basically do its published number whether you’re at the track or not. Still, those numbers alone really cannot express properly just how insane that type of acceleration feels. 

The Cayenne needed under 116 feet to go from not moving to highway speed. The feeling from the driver’s seat is akin to being shot out of a cannon at your local Six Flags. Perhaps the most impressive bit, though, is that it requires basically zero skill to pull this off. Hold the wheel straight, and the clever differentials and motors will ensure the car does the job. Don’t get me wrong. A car that requires the driver to have genuine skill to pilot it at the very edge is far more enjoyable and engaging, but if you want a car that helps someone with less skill to catch the bug for improving their own ability, this is a serious gateway drug. 

The fun doesn’t stop when the straight lines run out, though. When not using launch control, the car moves around with a constant 844 hp (630 kW) on tap. The roads we drove were about as curvy and elevation-varied as they get. The Cayenne never  ever felt overly heavy despite a curb weight similar to some full-size pickup trucks. In fact, the car feels much smaller than its wheelbase would suggest. 

Then, there’s the braking situation. Porsche doesn’t offer one-foot driving. That singular statement is somewhat intentional. The brand wants to encourage engagement and the way this car brakes demonstrates that. Often, the transition from regen to friction braking can be jittery or jarring. In the Cayenne, it’s indistinguishable. That level of granular control feels like it’s a part of everything this SUV does. Rear-wheel steering makes the SUV feel more nimble both on mountain roads and in town when a slightly tighter turning radius can make a gigantic difference. 

The Base Cayenne with 435 hp (325 kW) doesn’t come with all the same party tricks. It lacks the active suspension, the active aero, and rear-axle steering. Still, it feels properly composed and quick. In one section with a Turbo version both ahead and behind us, it didn’t feel overpowered or incapable of managing serious pace with its more powerful siblings. 

One more note. Porsche will sell the Cayenne with an off-road package and while we didn’t truly test it off-road, we did take it on several dedicated gravel roads where it continued to feel composed and confidence-inspiring. For those who want or need it, the SUV can tow 7,716 pounds (3,500 kg). 

Competition

The Lucid Gravity is the Cayenne Electric’s biggest problem. It starts at $79,900 in Touring form, while the 828-hp Grand Touring starts at $98,900 and promises as much as 450 miles of range. Even the new 1,070-hp GT-S starts at $125,900, hits 60 mph in 3.1 seconds, and offers room for up to seven people along with a claimed 120 cubic feet of cargo space.

The Lucid cannot match the Cayenne Turbo’s 2.4-second sprint, nor does it have the same decades-long performance pedigree. But it makes a far more convincing case as the one EV in a well-off family’s garage that can genuinely do everything. It is quicker than almost anything needs to be, dramatically roomier, and better suited to long trips. Porsche has the badge, the chassis, and the more compelling driving experience. Lucid has the more rational argument.

Cadillac’s Vistiq makes a different kind of case. It starts at $77,395, offers three rows, up to 305 miles of range, 615 hp, a 3.7-second sprint to 60 mph, and standard Super Cruise. It is nowhere near as athletic or outrageous as the Cayenne Turbo, but it does much of the luxury-EV job for a lot less money. The Volvo EX90 takes an even calmer route. It is a safety-first, three-row family hauler with up to 305 miles of range and, in Twin Motor Performance form, 670 hp. Neither will tempt someone looking for a Porsche sports car in SUV form, but both make a strong argument for spending less.

Before BMW pulled it from America earlier this year, the iX was the closest traditional German alternative, particularly in M70 guise. The replacement is the new iX5, though Americans have to wait twice over, once for its Stateside launch next year, and again for the hotter M Performance and full-fat M versions, since the launch car tops out at 570 hp in iX5 60 AWD form. Mercedes’ EQS SUV leans harder into quietness and comfort. Both are good luxury EVs. None of these, though, feels as if they was engineered by people who spent their lunch breaks figuring out how to make a 5,860-pound SUV behave on a mountain road.

Verdict: A Porsche First, An EV Second

The Cayenne Turbo Electric does not make physics disappear. It is still enormously heavy, very expensive, and only fine when it comes to range. Its cabin also leans heavily into screens at a time when some buyers are already suffering from digital fatigue. And as impressive as the whole thing is, Porsche cannot ignore the ugly depreciation story surrounding some of its other EVs.

But it absolutely feels like a Porsche.

That might sound like faint praise in a vehicle with 1,139 hp, but it is not. Making an EV absurdly fast is easy compared with making one feel engaging, predictable, and genuinely enjoyable on a road that does not point straight ahead. The Cayenne manages that trick. It has the acceleration of a supercar, the composure of a luxury SUV, enough off-road ability to be more than a pavement princess, and the sort of granular brake and chassis control that makes driving it hard feel rewarding rather than intimidating.

No, it probably will not rewrite the rulebook in quite the same way the original Cayenne did. The electric-SUV market is too crowded, and too good, for that. But Porsche has built one of the first electric SUVs that feels like it has a legitimate reason to exist beyond its powertrain.

The harder question is whether buyers will pay $110,000 – $200,000 for it—and whether they will still want to own it once the newness wears off. That part isn’t up to Porsche’s engineers anymore, but regardless of what happens next, they should be proud of what they’ve created.

Like any other Porsche vehicle, the Macan Turbo Electric is very nice. However, the seller of this one in the US was no doubt shocked when they sold it on Cars & Bids for almost exactly $50,000 less than MSRP, despite only been driven 2,100 miles (3,379 km).

Read: Porsche Ends Gas Macan Production In July With No ICE Successor For Years

It’s no secret that premium EVs often lose an unbelievable amount of money the moment they drive off the lot, but even this result is quite shocking. After 37 bids, the Macan sold for $97,000, which wouldn’t have been a terrible result had this example only cost the seller $112,700, the Turbo Electric’s MSRP.

Cars & Bids

However, it actually cost $146,340 as it is laden with expensive options. These include a $2,150 rear-axle steering, a $2,440 black leather interior, $2,700 22-inch Macan Sport wheels, a $4,960 Burmester high-end surround sound system, $1,140 Drive Assist, $1,710 passenger display, $1,040 Sport Chrono Package, and a $2,660 augmented reality head-up display. The seller drove the EV only 2,100 miles in the span of three months, meaning they lost over $500 on it every single day.

Dropping Like A Stone

Cars & Bids

This isn’t the first time we’ve seen the value of a Macan Turbo Electric plummet on the used market. In April, bids on an example with just 1,500 miles (2,414 km) maxed out at $88,500, despite a sticker price of $121,855. The depreciation comes despite the EV offering plenty of performance, using twin motors to deliver 630 hp and 833 lb-ft (1,130 Nm) of torque, enough to hit 60 mph (96 km/h) in 3.1 seconds.

In the next couple of years, Porsche will introduce a new combustion-powered compact crossover to fill the void left behind by the old ICE Macan, and once that model launches, values of the electric Macan could drop even further. It’s expected to use the VW Group’s Premium Platform Combustion architecture, just like the new Audi Q5, and will slot below the Cayenne.

Cars & Bids

With sales slipping and synthetic gear shifts unlikely to reverse a drop in demand, it was recently reported that the Porsche Taycan is living on borrowed time and will be axed by 2030. Porsche has denied this suggestion, although it’s stopped short of confirming whether the Taycan will live on well into the future and if this could include a second generation.

A report from German publication WirtschaftsWoche indicated earlier this month that Porsche executives recently agreed to gradually retire the Taycan by 2030, but at one stage, were even said to be considering immediately axing the model from its line-up. Given that Taycan sales have slipped from a peak of 40,629 in 2023 to just 16,339 in 2025, killing off the car seems like a smart move.

Read: Porsche’s Poster-Child EV Is Reportedly Living On Borrowed Time

Responding to the report in a statement to Carscoops, Porsche acknowledged that “streamlining the model range” does not, in its words, “necessarily mean discontinuing entire model lines,” adding that “for the Taycan, we will continue to reduce the number of variants in order to lower complexity.”

A Porsche spokesperson added that the automaker currently has “no plans to discontinue the Taycan in the short term. We have invested significantly in the model and will continue to monitor how demand develops.”

What Will Happen Next?

While Porsche says the Taycan isn’t going anywhere in the “short term,” it did not comment on the long-term future of the EV, which is telling. It’s no secret that Porsche overestimated demand for EVs, hence why it’s walked back its original decisions to only sell the future ‘K1’ flagship SUV as an EV, as well as the future 718 Cayman and Boxster models, since confirming that both will also be available with combustion engines.

Rather than developing an all-new, second-generation Taycan, it’d probably make more financial sense for Porsche to offer an all-electric version of the Panamera next decade. Sharing parts and a platform across different versions of the Panamera would also speed up development times and allow the German brand to more easily adjust production schedules depending on demand.

The Porsche Taycan was introduced in 2019 as the first series production EV of the brand’s modern era and the poster child of its electrification push. However, the model could be facing an earlier-than-expected sunset as sales have collapsed with no sings of recovery.

More: Porsche’s Bad Calls Were Theirs, The 6,000 Extra Job Cuts Are Everyone Else’s

According to a new report by German publication WirtschaftsWoche, Porsche is planning to end production of the Taycan by 2030 at the latest. Without a new generation on the horizon, this might spell the end of the nameplate after around 10 years on sale, leaving the Panamera as the sole sedan offering in the Porsche lineup.

The Numbers Behind The Decision

The decision to axe the Taycan stems from cooling demand for luxury EVs and the need to cut down costs in a challenging period for the Stuttgart brand. Taycan sales plummeted from a peak of 40,629 units in 2023 to 20,836 units in 2024 before sinking further to 16,339 units in 2025. Things are not looking better this year, with slightly more than 6,000 examples delivered in the first half of 2026.

That weak performance has already rippled through the Zuffenhausen factory, where Porsche has halted Taycan assembly for stretches in recent months.

WirtschaftsWoche claims that the automaker explored transferring assembly to its Leipzig plant, and even considered an immediate termination of the model line. However, the management eventually decided to keep production in Stuttgart and prepare for a gradual retirement prior to 2030.

More: Porsche’s Profit Margin Cratered To 1.1%, So It’s Killing Variants

Porsche declined to comment on the latest report. Still, in a recent interview with Frankfurter Allgemeine Zeitung, Porsche CEO Michael Leiters acknowledged that the company has already started trimming Taycan configurations, while insisting there was no immediate plan to retire the nameplate. He described the approach as watching market demand play out after the enormous capital Porsche sank into the car.

What Replaces It

Dropping the Taycan would open a slot for a fully electric Panamera, mirroring what Porsche did with the mechanically related Cayenne and confirming earlier reports about a consolidation. At the moment, the brand’s zero-emission roster consists of the Taycan in sedan, Sport Turismo and Cross Turismo forms, plus the electric Macan and Cayenne SUVs.

Rather than combining its European emissions with the Volkswagen Group across 2026-2027, Porsche will pool its figures with Chinese automaker Xpeng, according to a new report citing analyst Matthias Schmidt. The move puts the VW Group in a stronger position to hit its targets and steer clear of expensive fines, since carving Porsche out of the group average pulls that number in the right direction.

In 2025, the VW Group’s average European emissions, Porsche included, landed at 100 g/km, above the EU’s mandate of 93.6 g/km. Miss those targets and the conglomerate could be on the hook for as much as €1.5 billion ($1.7 billion) in fines across 2025-2027. As it stands, the penalty runs €95 ($109) per gram of CO2 over the limit, per vehicle.

Read: Xpeng CEO Eyes US Launch, Suggests Company Could Build Plants In America

Porsche would likely weigh on the broader VW Group because its local EV sales have slipped, driven mostly by softening demand for the Taycan and the all-electric Macan. The brand has also pivoted back toward combustion-powered models.

There’s no word on how much Porsche is paying Xpeng to pool their emissions, but the company has clearly decided the cost beats pushing the VW Group over the limit and eating a fine. According to Auto News, Xpeng sold roughly 19,000 EVs across Europe in the first six months of this year, up 126 percent.

The Porsche and Xpeng pool remains open so other car manufacturers can choose to enter it should they wish. Pools can be joined until December 31. Two other important pools include a Tesla one, which includes Ford, Honda, Mazda, and Suzuki, as well as a Mercedes-Benz pool with Volvo, Polestar, and Smart.

It might look odd for Porsche to team up with Xpeng, but the VW Group already has a tight relationship with the automaker in China, where the two are developing a shared architecture and several new models together.

While there doesn’t appear to be much interest in all-electric Porsche Cayman and Boxster models within the enthusiast community, the company’s boss has confirmed it’s pushing ahead with work on the two models, confirming they will not be scrapped as previously reported.

Read: Porsche Is Sneaking Gas Power Back Into The Next 718

Ex-McLaren CEO Michael Leiters joined Porsche at the start of this year, taking the reins from VW chief Oliver Blume. Under Blume, Porsche over-invested in EVs and dented its operating profit by €1.8 billion ($2.1 billion). Leiters’ job is to steer the German brand back on course.

Baldauf

During a new interview with Frankfurter Allgemeine in Germany, Leiters appeared to acknowledge the electric 718s were on the chopping block, but the company ultimately decided to push forward with the project.

“With the electric 718, we have come to the conclusion that we will build the model – because it is the best economic solution and will become a fantastic car,” he said. Leiters also stressed that Porsche evaluates projects on their own commercial merits before considering any Volkswagen Group synergies.

Tech Shared With Audi

Baldauf

The publication claims Porsche is sticking with the electric 718 because Audi needs to borrow components for its own next-generation sports car, expected to be an all-electric successor to the TT. Leiters pushed back on that reading: “I initially look at each project exclusively from Porsche’s perspective: Does it make economic sense or not? Only after that do potential synergies within the group play a role.”

Although Porsche will still launch the electric 718 Boxster and Cayman models, the role they play in the company’s broader line-up won’t be as important as it was initially going to be. When Porsche first started work on the electric sports cars, its plan was to sell them exclusively as EVs. However, partway through development, Porsche revealed that flagship versions would continue to be offered with combustion engines, likely using the same naturally-aspirated six-cylinder units as models like the Cayman GT4, GT4 RS, and 718 Spyder RS.

Soon after, Porsche revealed it was also reverse-engineering the new 718 family to offer combustion engines lower down in the model range. As long as these ICE models are priced competitively, it’s hard to imagine them not easily outselling the EVs.

Flagship Plans And Taycan’s Future

Leiters also signaled that Porsche is still weighing a flagship sports car positioned above the 911. He raised it as one of several future opportunities for the US market rather than a confirmed program, and didn’t elaborate on the project.

Separately, he dismissed suggestions that the Taycan could be dropped from the lineup as the company trims complexity, saying Porsche has no plans to discontinue it in the short term.

“We’ve already started doing that. With the Taycan, we will further reduce the number of models and thus decrease complexity. We have no plans to discontinue the Taycan in the short term. We’ve invested heavily in the model and want to monitor how demand develops,” he said.

Electric vehicles have spent the last few years proving that weight doesn’t necessarily prevent eye-watering acceleration. That said, Porsche’s latest Cayenne may have just shattered the rulebook altogether. Despite tipping the scales at nearly 6,000 pounds, the new Cayenne Turbo Electric has posted numbers that would have seemed impossible for an SUV just a few years ago. The most startling fact? It’s actually quicker to 60 mph than Chevrolet’s mighty 1,064-hp (793 kW) Corvette ZR1.

More: Porsche Cayenne Electric Lineup Just Got A Powerful New Middle Child

According to Car and Driver testing, the 2026 Porsche Cayenne Turbo Electric sprinted from 0-60 mph (0-96 km/h) in just 2.1 seconds, edging out the Corvette ZR1 by a tenth of a second. That’s enough to make it the quickest SUV the publication has ever tested. It also beat the Lamborghini Revuelto to 60 mph by the same margin.

Where the Numbers Come From

The Cayenne Turbo EV’s performance comes courtesy of dual electric motors producing a combined 1,139 hp (849 kW) and 1,106 lb-ft (1,500 Nm) of torque when launch control is activated. All-wheel drive helps put every bit of that power to the pavement, allowing the big Porsche to shrug off its 5,960-pound (2,703-kg) curb weight.

And the fireworks don’t stop after 60 mph (96 km/h). The electric Porsche reaches 100 mph (161 km/h) in 4.5 seconds, storms through the quarter mile in 9.5 seconds at 146 mph (235 km/h), and continues pulling hard all the way to 150 mph (241 km/h) in 10.1 seconds. Passing performance is every bit as violent, with the Cayenne needing 1.1 seconds to go from 30 to 50 mph (48-80 km/h) and 1.4 seconds from 50 to 70 mph (80-113 km/h).

That quarter-mile run was also 1.1 seconds quicker than the Lucid Gravity and two-tenths ahead of the Lamborghini Revuelto. That’s supercar numbers, from a Porsche family SUV.

Stops Like a Supercar Too

Perhaps even more surprising is that the Cayenne doesn’t sacrifice braking or handling in the pursuit of straight-line speed. Equipped with optional $10,900 carbon-ceramic brakes, it stopped from 70 mph (113 km/h) in 140 feet (42.7 m), the same distance Car and Driver recorded for the Corvette ZR1 despite the Porsche weighing roughly 2,100 pounds (953 kg) more.

It also stopped 10 feet (3 meters) shorter than the Cayenne Turbo GT and 12 feet (3.7 meters) sooner than the Lamborghini Urus Performante. Even those who truly hate EVs can’t deny how impressive these figures are. And get this… there’s even more to gawk at.

The SUV also pulled 1.05 g on the skidpad, another record for an SUV in the magazine’s testing. That narrowly beats the Lamborghini Urus Performante’s 1.04 g and leaves rivals like the Rivian R1S and Lucid Gravity well behind, the Rivian at 0.80 g and the Lucid at 0.90 g. Car and Driver credited the Cayenne’s Pirelli P Zero R tires and Porsche Active Ride suspension for the result.

Of course, none of this comes cheaply. The Cayenne Turbo Electric starts at $165,350 with delivery fees, while the example tested carried a sticker of $194,600 thanks to options like its carbon-ceramic brakes. One could argue that for all the Cayenne Turbo Electric can do, it’s almost worth it.

Eager to launch the all-new Porsche Cayenne Electric with the right amount of fanfare, the German brand went looking for a very special stunt, and it settled on one involving the largest aircraft in the world. While we’re not sure it’s as impressive as the time VW used a Touareg V10 TDI to tow a Boeing 747 two decades ago, it’s a decent effort all the same.

The whole thing took place at the Mojave Air and Space Port and involved Roc, the plane with the largest wingspan on Earth. The thing is so enormous it has two fuselages and can take off fully loaded at up to 1.3 million pounds (589,670 kg).

Read: Porsche’s New Cayenne Coupe EV Hits 60 As Fast As The 911 Turbo S And Can Still Tow Your Boat

In the past, we’ve seen plenty of supercars racing fighter jets off the line, but extracting maximum acceleration from the Cayenne Electric to outpace Roc wasn’t the objective here. Instead, Porsche wanted to trail behind Roc as it sped down the runway before taking off, in what it describes as a “test of precision, stability and power.”

To keep the Cayenne, and driver Patrick Long, safe, the SUV had to be positioned perfectly in between the plane’s two fuselages. If positioned too far back, it’d be hit by the jet blast from the plane’s six powerful engines that combine to deliver 340,500 lbs (154,448 kg) of thrust, enough to throw the Porsche into the air. Too far forward and Long could have been at risk of hitting the landing gear.

As Roc accelerated down the runway, Long had to push the Cayenne Electric through to 167 mph (269 km/h) and then got the perfect view of the massive plane taking off mere feet away from him.

“It was probably one of the most focused and intense moments of my life,” Long said. “We believed in the data, and I knew I could rely on the Cayenne and the pilots of Roc – we had a good team. Operating with a fully charged battery, we started slow – I was using minimal power and holding the car exactly where it needed to be, and I knew I had the performance to maintain my position no matter what.”

The new Cayenne Electric was the obvious weapon of choice for this stunt. The current flagship Cayenne Turbo Electric uses a pair of electric motors delivering up to 1,138 hp and 1,106 lb-ft (1,500 Nm) of torque, and whereas a lighter vehicle may have been tossed around by the jet blast, the Porsche remained rock solid. Indeed, it weighs in at a hefty 5,831 lbs (2,645 kg).

Photos Porsche

For the past few years, buying a used EV has been a waiting game, with would-be buyers often waiting for prices to fall a little further. That strategy may no longer be paying off. Used electric vehicle prices are climbing rapidly while the rest of the used car market continues to drift in the opposite direction, making dream cars like the Porsche 911 more affordable.

New data from iSeeCars suggests the turnaround isn’t a one-month anomaly, either. Used EV prices have now posted three straight months of year-over-year gains, moving from a 2.7 percent increase in April to 5.2 percent in May before reaching 7.4 percent in June.

Related: This Is How Much A 17K-Mile EV From A Dead Brand Sells For After 3 Years

That pushed the average price of a one- to five-year-old used EV to $33,305 in June. Compared with the same month last year, that’s an increase of $2,308. Meanwhile, the average used vehicle price fell by 1.3 percent year over year, highlighting just how differently the EV segment is behaving.

Rising fuel costs may have helped trigger the shift, iSeeCars Executive Analyst Karl Brauer logically suggests. Gasoline prices rose sharply during the Iran conflict earlier this year, but it took several weeks before buyers adjusted their shopping habits and begin gravitating back toward EVs.

Average 1-5 YO EV Prices

Tesla was the biggest beneficiary of the trend. All four of the brand’s core models landed among the 10 used vehicles with the largest year-over-year price increases. The Model X led the entire market, jumping 17.5 percent to an average price of $60,950.

The Model 3 wasn’t far behind with a 13.5 percent increase, while the Model S climbed 13.1 percent and the Model Y gained 12.0 percent. “Tesla makes up nearly half of the top 10 used models with the highest price increase,” Brauer noted.

Perhaps just as telling is what didn’t appear in the rankings. Not a single EV showed up among the 20 used vehicles with the steepest price declines. Instead, that list was populated by a mix of luxury vehicles, pickups, SUVs, hybrids, and conventional gasoline-powered models. The Lincoln Corsair posted the biggest percentage value drop (-14.7 %), but the Porsche 911 was right behind it (-10.6 %), and reminds us that there’s a silver lining to every cloud.

Used Cars With The Biggest Price Increases

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Used Cars With The Biggest Price Drops

iSeeCars

Ordinarily, we see Porsche promoting wild 911 models built through its exclusive Sonderwunsch program, but as it happens, even buyers of the all-electric Taycan can pay extra to make their EV a true one-off. That’s exactly what the owner of this one has done.

Porsche says the Swiss commissioner already had, not one, not two, but three Taycans in the garage before ordering this flagship Turbo GT. That is enough Taycans to run a small fleet, and the fourth now arrives as the flagship of the set. Why one person needs four is between the buyer and their accountant, not us.

Read: Porsche Killed A Body Style It Spent Years Convincing America To Buy

Working with the Porsche Centre Lugano in Switzerland, and across several meetings with Sonderwunsch experts, the owner opted to have their sleek sedan finished in a stunning color known as Nordic Gold Metallic from the Paint to Sample program. This color was first launched with the 997-generation 911 and was inspired by a warm gold hue that Porsche had offered in the early 1970s.

It suits the Taycan exceptionally well, highlighting the gorgeous shapes that make up its body, including the wide rear hips and the aggressive hood. Contrasting the golden hue is gloss black on the wing mirrors, B-pillars, and the small lip spoiler. Satin black wheels can be hit and miss on a car, but the 21-inch forged units of this Porsche won’t be.

Compared to some projects we’ve seen from Porsche’s Special Wishes department, including a trio recently made to celebrate the release of Toy Story 5, the cabin of this Taycan is quite restrained. The seats are finished in a combination of Black/Slate Grey Pepita fabric with Pebble Grey leather and black Race-Tex, contrasted by Crayon-colored contrast stitching and embroidered Turbo GT lettering.

Some flashes of color are present, including the outer ring of the Sport Chrono clock finished in the same Nordic Gold Metallic as the exterior. Light beige seat belts have also been fitted, while the steering wheel’s 12 o’clock marker also has a Mojave Beige finish.

“For many years, the Sonderwunsch programme has been the spearhead of our individualisation offering,” vice president of product and individualisation offering at Porsche Alexander Fabig said. “However, customising a Taycan to such an extensive degree at the customer’s request was new territory even for us.”

Photos Porsche

Porsche launched the electric Macan expecting it to take over from the combustion version outright, but strong demand for the latter kept both on sale, letting SUV customers choose between burning dinosaur juice and waiting in line at their local EV charging station. Now the ICE version has reached the end of the road, at least for the current generation.

Also: Porsche’s Macan Turbo Electric Lost Over $33,000 In Value After Just 1,500 Miles

During the announcement of their sales figures for the first half of this year, Porsche quietly slipped the exact date the ICE Macan will end production, with the last one leaving Leipzig at the end of July. The timing comes as a bit of a surprise given that the ICE version keeps outselling the EV, and once it’s gone, Porsche won’t have an equivalent gas-powered SUV to take its place.

A successor is already in the works, though buyers will have to wait a long time. Porsche admitted it misread the market and has approved a new combustion and hybrid Macan built on the Audi Q5 platform, but it isn’t due until 2028 at the earliest. That leaves at least two years where dealers must lean on remaining ICE stock, the Macan Electric, and whatever else fills the showroom. The replacement will wear a different name, so the Macan badge now belongs to the EV alone.

Read: Americans Still Want Gas Macans More Than The EV, So Porsche Is Stockpiling

In the first half of this year, Porsche sold a total of 35,315 Macan models worldwide. The majority of them, 19,695 units to be precise, were combustion models, whereas the Macan Electric accounted for the remaining 15,620 sales. Overall, Macan sales are down 22 percent compared to the same period last year, with Porsche citing a particularly strong 2025, the absence of electric and hybrid tax incentives in the US, and the “slower-than-expected ramp-up of electromobility.”

Porsche Struggles In 2026

The timing for axing the combustion Macan isn’t ideal for the company. Total Porsche deliveries have slipped 16 percent so far this year, down from 146,391 to 112,306. The decline in sales in China has been particularly dramatic, as they’ve fallen 32 percent from 21,302 to 14,501 units, while in North America, sales have slipped 13 percent to 37,712 units.

The Macan isn’t the only model off to a rough start. Cayenne sales have also slipped 9 percent to 38,141, even with deliveries of the all-electric version now underway. The Panamera is down 38 percent to 9,308 units, and the Taycan has fallen 25 percent through the first six months as well.

The only ray of sunshine for Porsche so far this year has been the 911. Sales of it have increased 19 percent this year, with an impressive 30,534 examples finding new homes.

Porsche Sales 2026

Anyone who came of age in the ’80s is living in a different world now. Back then, nobody would have guessed that the poster cars from Ferrari and Lamborghini would one day lose to a family SUV. Technology keeps chipping away at acceleration numbers, and the latest proof comes from a stunt staged by Skoda, the value brand of the VW Group.

The automaker took its quickest production model, the Skoda Elroq vRS, and lined it up against some of the most recognizable sportscars and supercars of the ’80s for a straight-line shootout. The opposition consisted of a brown Ferrari Testarossa, an orange Lamborghini Countach 25th Anniversary, and a burgundy Porsche 944 Turbo.

Review: The 2026 Skoda Elroq Gets The Hard Stuff Right And The Easy Stuff Wrong

Back in their heyday, these machines were the undisputed kings of the road. However, ICE nostalgia is no match for the instantaneous torque of modern EVs, and the crossover won the drag race by a wide gap, leaving the legends behind.

Watching the footage closely gives a sense of what the four cars ran at the Dunsfold track. There’s no telling how gentle the drivers were with the clutches of these coveted classics, but the finishing order reflects their real-world launch performance well enough.

More: A 9,000-Lb Camera Truck Just Gapped A Ferrari And Ford GT Like They Were Parked

The Skoda Elroq vRS crossed the line at 19.19 seconds, followed by the Ferrari at 20.08 seconds, the Lamborghini at 21.22 seconds and the Porsche at the 22.10 mark.

While this particular drag race had a clear winner, it is worth noting that all three classics would easily beat the EV on a longer stretch of road. Skoda caps the Elroq’s top speed at 111 mph (179 km/h), well under the 162 mph (261 km/h) of the Porsche, the 180 mph (290 km/h) of the Ferrari, and the 188 mph (303 km/h) of the Lamborghini.

In any case, the flagship trim of the family EV with its dual-motor AWD setup produces 335 hp (250 kW / 340 PS), allowing a 0-100 km/h (0-62 mph) in 5.4 seconds. For comparison, the 5.2-liter V12 of the Lamborghini produced 449 hp (335 kW / 455 PS), the 4.9-liter flat-12 of the Ferrari was good for 385 hp (287 kW / 390 PS), and the turbo 2.5-liter four-cylinder engine of the Porsche made 247 hp (184 kW / 250 PS) back when they left the factory floor.

More: Skoda Peaq Debuts As Three-Row EV Flagship With 402-Mile Range

Another advantage of the Skoda Elroq vRS over the classic models is its spacious five seater cabin and the generous boot capacity of 470 lt (16.6 cubic feet), making it significantly more practical as a daily in combination with the standard Dynamic Chassis Control system. Despite its larger body, it is also significantly more aerodynamic than the wedge-shaped supercars, with a drag coefficient of 0.26 cd.

Skoda UK

Performance is one thing, but the silent electric powertrain is no match for the glorious sound of the 12-cylinder engines from the past. Furthermore, looks might be subjective, but we seriously doubt anyone would pick the Skoda over the Ferrari, the Lamborghini, or the Porsche in a beauty contest.

At the end of the day, it is fun knowing that a family SUV of today can outrun the coolest supercars of the ’80s. In fact, if you drive a Tesla Model Y Performance you can probably beat supercars from the ’00s. But which one would you rather have in your garage?

Skoda UK

Launching a new EV in a crowded market place is tough enough. Launching one that looks like another popular EV can make life even tougher as MG discovered when copycat complaints forced it to halt a recent livestream introducing its new MG07.

Chen Cui, who heads MG’s brand operations, hosted the June 29 broadcast to explain the styling behind the new fastback sedan. Instead, viewers repeatedly compared it to both the Porsche Taycan and Xiaomi SU7. According to Chinese media, Chen insisted the MG07 “does not plagiarize a single detail,” but became emotional before ending the session early.

MG wasn’t about to let the criticism stand unanswered. At a subsequent media briefing, Chen tried to reframe the debate by arguing that if the MG07 copied anything, it copied MG itself, Sina reports. He pointed to design cues from classic models including the 1965 MGB GT fastback, saying the company’s latest sedan is a modern interpretation of styling that’s been part of the brand for decades.

More: The New MG 07 Flagship’s Looks Say Porsche Taycan, Its Price Says Corolla

I can’t say I see much MGB in the MG07 but i can see plenty of evidence of the pressures modern car designers are under. Whether a car runs on batteries, petrol or a combination of both, maximizing efficiency means reducing drag.

That pushes designers toward familiar solutions including low noses, smooth body sides, flush door handles, sweeping rooflines, and tapered fastback tails. When everyone is chasing the same aerodynamic targets, there’s only so much freedom available.

Once you see it…

Still, it’s equally fair to acknowledge why some people made the comparisons. The MG07’s headlights have more than a passing resemblance to Porsche‘s own lights, some wheel designs also feel familiar, and viewed from the side the car inevitably bring the Xiaomi SU7 (itself a Taycan admirer) to mind. Those similarities may not prove copying, but they certainly don’t help MG’s case. The 07 is not ugly, but it is derivative.

Ultimately, this is becoming one of the defining design debates of the EV era. Physics is steadily nudging every manufacturer toward the same basic silhouette. The real challenge isn’t making a slippery car anymore. It’s giving that slippery car enough personality that nobody mistakes it for someone else’s.

MG/SAIC