2022 Porsche Cayenne Turbo Coupe Prototype: Heavy Artillery

Porsche knows how its customers tick. When the affluent masses demand a Cayenne that is faster, more powerful, and even more thrilling to drive than the current, already mighty Cayenne Turbo coupe, the German manufacturer tends to listen. This is how Porsche describes its decision to build atop its most powerful non-hybrid Cayenne models with a new ultra-high-performance version, which is aimed at bringing the fight to the Cayenne's Volkswagen Group platform-mate, the Lamborghini Urus.

Set to sell alongside the existing Cayenne Turbo coupe when it goes on sale in the United States late next month, the idea for the new four-seat model was triggered by customers seeking even-greater performance in a road-going SUV, according to Cayenne product line manager Rico Loescher. "It's a logical progression to the various performance-enhancing options we already have for the Turbo coupe," he says. To experience the new über-Cayenne for ourselves, we went to Porsche's hometown of Stuttgart, Germany, to sample a near-production prototype. We won't know the exact name of the new model until it's formally unveiled at the end of June, but we can confirm it will be offered only in the Cayenne's coupe body style.

Our development mule sports a mild disguise, as is usual at this late stage of development. However, the key changes are easily recognizable. First, there's an updated front fascia with a revised splitter and larger cooling ducts for the engine and front brakes. The existing coupe's optional carbon-fiber roof also is featured, and the rear roof spoiler has gained additional side extensions. Although it's only visible at speed when it deploys from the tailgate, there's also a larger active rear spoiler for increased downforce. Rounding off the exterior tweaks is a modified carbon-fiber diffuser, which Porsche claims reduces turbulence and speeds the flow of air beneath the SUV for added high-speed stability. It also houses a pair of centrally mounted tailpipes that form part of a new titanium sports exhaust system. Rolling stock consists of standard 22-inch Neodyme wheels shod with sticky Pirelli P Zero Corsa summer tires, sized 285/35R-22 in front and 315/30R-22 at the rear.

Modifications to the interior are rather subtle. Porsche remains proud of the changes it made to the cabin of the third-generation Cayenne, and it clearly doesn't think the new performance model requires any major alterations. There is some new Alcantara trim with contrasting stitching and a thicker-rimmed sports steering wheel with a Sport Response button. But it's not far removed from the standard model. Reflecting its sporting brief, the new model will only be available with four seats; the three-across rear bench is replaced by two individual thrones.

It's the engine, however, that Loescher is keen to detail as we begin to make our way out of Stuttgart in search of smooth German country roads and empty autobahns. He says the Cayenne Turbo's twin-turbocharged 4.0-liter V-8 has received a series of detailed changes that liberate an additional 90 horsepower, upping it from 541 to 631 horses. That's 40 more ponies than the same engine produces in the Audi RS Q8 but 10 fewer horses than in the Urus. It's also 14 and 28 horsepower more than you'll get in a BMW X6 M Competition and a Mercedes-AMG GLE63 S coupe, respectively.

But this still isn't the most powerful Cayenne model. That honor continues to rest with the Turbo S E-Hybrid models, which combine a slightly less stressed version of the V-8 with an electric motor and a 17.9-kWh battery to deliver 670 horsepower. The Cayenne Turbo coupe's increase in power is accompanied by a 60-lb-ft bump in torque for a total of 627. We know that some of the major changes include a new engine control module and more turbocharger boost, but Porsche is holding back on specifics until closer to the SUV's launch. A conventional ZF eight-speed torque-converter automatic transmission handles shifting duties and features revised programming. The front-to-rear torque split of the standard all-wheel-drive system will vary from a nominal 40/60 percent to a heavily rear-biased 20/80 percent when you're pushing hard.