2025 Porsche Cayenne Turbo GT review

Porsche might be giving us the warm and fuzzy feels with its expanding range of electric and hybrid vehicles, but it’s good to know that the German brand is still able – and willing – to deliver shock and awe.

Case in point? This updated 2025 Porsche Cayenne Turbo GT, which takes everything Porsche has learned about blending electrification and performance… and ignores it.

For now at least anyway. There’s a battery electric Cayenne coming, but it won’t be launched in Europe until 2026, or ’27 if you’re playing along in Australia. And even when the Cayenne does go full electric, Porsche has confirmed petrol variants will live on “up to and beyond 2030”.

So that leaves plenty of time to enjoy this, the most powerful Cayenne to-date, a twin-turbo 485kW/850Nm V8 monster capable of completing the benchmark 0–100km/h sprint in 3.3 seconds.

It shouldn’t come as a surprise, this Cayenne Turbo GT hailing from Porsche’s motorsport department, those single-minded engineering boffins responsible for a swag of performance Porsches, usually wearing a GT3 or GT4 badge. Not so the Cayenne, which ‘only’ gets a ‘GT’ moniker.

That’s not to diminish the Cayenne Turbo GT which, at its heart, is every bit the performance monster those two letters usually denote on a Porsche.

This update for the 2025 model year brought a performance boost, some external styling tweaks and new in-cabin technologies.

They’ve come at a price, however, the entire Cayenne range, including the Turbo GT, on the receiving end of price increases.

The Porsche Cayenne Turbo GT, which sits atop the Cayenne range, will need $371,700 of your hard-earned before you factor in on-road costs and options.

And this being a Porsche, the options add up pretty quickly. Our test car racked up the extras for a drive-away price of $412,641 (in NSW) based on Porsche’s online configurator.

That’s almost double the price of the Cayenne S Coupe, which is powered by the same twin-turbo V8, albeit with 349kW and 600Nm outputs. The Turbo GT, as befitting a motorsport division-derived performance SUV, pumps out 485kW and 850Nm.

But it’s more than just uppity power and torque numbers that define the Turbo GT.

Standard equipment highlights include 22-inch alloy wheels, carbon-ceramic brake rotors with 10-piston calipers up front and four-piston at rear, a lightweight carbon-fibre roof, matrix LED headlights, four-zone climate control, heated seats front and rear, and carbon-fibre accents inside and out.

Options fitted to our test car included a 12.3-inch passenger display ($2380), Porsche logo courtesy lamps ($600), a key fob painted in the vehicle’s body colour and housed in a leather pouch ($780), an $890 air quality system, and the $1140 Deep Sea Blue interior accent package.

You’d expect a super SUV of this calibre to have few, if any peers. You’d be wrong. There are a host of SUVs from rival manufacturers vying for buyers at this rarified end of the market.

The most obvious candidates include the Cayenne’s broader VW group stablemates – the Lamborghini Urus S ($409,744) and the Bentley Bentayga V8 ($395,800) are both powered by the Turbo GT’s 4.0-litre twin-turbo V8. There’s also the Aston Martin DBX 707 and its 520kW/900Nm V8. It starts from $428,400. All prices before on-road costs.

The Cayenne Turbo GT is a large SUV, but it comes with a couple of differences – it only has four seats with the second row featuring individual chairs separated by a centre console, and it’s fashioned in the coupe style of SUV. And that means a sloping roof line. The are five-seat Cayennes in the range, and there are traditional wagon SUVs too, but for the Turbo GT model, it’s four seats and coupe only.

It still casts an imposing presence on the road, thanks in part to its aggressive stance capped off by those spunky 22-inch satin-finish Neodyne gold alloy wheels. Set against the Algarve Blue metallic paint of our test car, they look a million bucks.

The Cayenne Turbo GT’s overall dimensions – 4932mm long, 1995mm wide, 1648mm tall and on a wheelbase of 2895mm – pay dividends in the cabin which is at once spacious, purposeful and premium.

It’s received a major overhaul for this update, bringing new tech and a new cabin treatment that apes its Porsche Taycan electric sedan sibling.

It certainly doesn't feel like an SUV when you slide into those Race-Tex-accented sports seats, finished with plenty of contrasting Deep Sea Blue stitching. The nautical theme is carried throughout the cabin, Deep Sea Blue adorning almost every surface – on the dashboard, embroidered logos on the headrests, armrests, steering wheel and even the floor mats. It wouldn’t be my first choice of colour, but it does lift the ambience inside.

The seats themselves are nicely bolstered, supremely comfortable, and hug you in all the right places and in the right way. They’re power-adjustable eight ways, and that means finding your perfect driving position is a cinch. And believe me, you’ll want to find your perfect driving position to best experience what the Turbo GT has on offer.

The steering wheel, finished in Race-Tex and with a racy yellow band at 12 o’clock, feels nice and chunky and perfectly frames the Turbo GT’s digital instrument cluster, which can be configured to show as much or as little information as you want. I liked the five-dial set-up, a nod to Porsches of old and their five analogue dials.

Storage options up front are plentiful, with cupholders, a nice central storage bin, decently sized door pockets, and another storage bin in the centre console.

The second row is spacious and comfortable, the individual seats as contour-hugging as those up front.

With no central seating position (rear-seat passengers are instead treated to a storage tray and some cupholders in a fold-down armrest), there is plenty of room to get comfortable and settle in for longer drives. Even head room, which one might expect would be compromised thanks to the Turbo GT’s coupe pretensions and sloping roof line, is in good supply.

Second-row creature comforts run to dual-zone climate controls, with temperature, fan speed and airflow all accessed via a screen located at arm’s length at the rear of the centre console. The rear seats are heated too. The are a couple of USB-C charging points as well as a 12V plug.

The second row folds away in 40:20:40 split fashion, including the ability to fold just the small centre section for loading longer items, such as skis, without compromising on passenger space.

With the second row in use, there’s a generous 576 litres of luggage capacity, expanding to 1486L if the back seats are folded away (and almost flat). There’s a space-saver spare wheel and tyre under the boot floor.

One of the more significant updates in the cabin is the Turbo GT’s new infotainment setup. It mirrors that of the Porsche Taycan, and that means a big dash-inlaid 12.3-inch touchscreen.

It runs the Porsche Communication Management (PCM) system that brings satellite navigation, Apple CarPlay and Android Auto smartphone mirroring, both wireless and cabled, Bluetooth phone connectivity, digital radio, as well as a standard-fit 10-speaker sound system, although buyers can option a premium Bose audio system at no additional cost.

Porsche's operating system is a good one, with high-resolution graphics and an easy-to use interface that can be customised to your preferences. It responds nicely to inputs, whether calling up apps or swiping through screens.

Apple CarPlay smartphone mirroring brings a sense of familiarity and a stable connection, whether cabled or wirelessly.

The main screen is basically duplicated in front of the passenger, although it cannot be viewed from the driver’s seat, the angle such that all you see is a blacked-out surface. And that means passengers can, if they want, stream videos to entertain themselves while on the road. I don’t profess to understand the need for passenger screen set-ups like this one, other than maybe showing off to your mates. Leave that option box unticked, I reckon.

In front of the driver, a 12.6-inch digital driver's display has been lifted straight out of the Taycan. It can be configured to display a wealth of driving data and information. It’s augmented by a sharp head-up display that projects critical driving information directly onto the windscreen.

Keeping devices topped up is a wireless smartphone charging pad, while a total of four USB-C points – two in the front row and two in the back – bring some additional charging options.

The Turbo GT’s climate controls remain blissfully analogue with a touch of digital. An array of toggles in the centre console control things like temperature and fan speed. It’s augmented by a series of haptic screen-based ‘buttons’ for additional features such as seat heating.

Underneath it all, a traditional volume dial. Bravo!

Like so many modern cars, the My Porsche app allows owners to access their vehicle via their smartphone, giving the ability to control some of the Cayenne Turbo GT’s functions such as climate, navigation, locking and unlocking doors, and checking on vehicle status.

The Porsche Cayenne Turbo GT has not been crash-tested by Australia’s independent safety authority ANCAP.

The Cayenne’s advanced driver assist systems are comprehensive with autonomous emergency braking including pedestrian and cyclist detection and junction support, adaptive cruise control with stop-and-go function, lane-change assist including blind-spot monitoring and rear cross-traffic alert, and lane-keeping assist including lane centring.

There are also front and rear parking sensors, a 360-degree surround-view camera, low-speed forward and rear AEB, tyre pressure monitoring and exit warning.

The airbag count runs to 10 across both rows of occupants, although it does miss out on the front-centre airbag that deploys between the front-row occupants to mitigate head clashes in the event of an accident.

Porsche covers the Cayenne Turbo GT with its standard three-year/unlimited-kilometre warranty, which is below par in today’s automotive landscape.

It’s a little perplexing that a car costing north of $400K is only warranted for three years, while the majority of new cars bought today enjoy five years’ coverage as a minimum, and sometimes seven or even 10 years’ buyer surety.

Servicing is required every 12 months or 15,000km, whichever comes first. Porsche does offer prepaid servicing plans. But some sleuthing on a NSW-based dealer website revealed keeping the Cayenne Turbo GT in tip-top shape will set you back over $3290 over three years or almost $5685 over five. As a minimum, those prices excluding consumables.

Starting with an $895 oil change in year one (or 15,000km), followed by a $1500 general inspection in year two (or 30,000km), the two alternating year-by-year.

That pricing does not include consumables such as brake fluid ($350 every two years) or spark plugs ($880 every four years) as well as a range of additional as-needed parts.

As is often the case with high-end performance cars, we were unable to obtain a quote for comprehensive insurance for the Cayenne Turbo GT.

Porsche claims the Cayenne Turbo GT will use 12.5 litres per 100 kilometres of 95-octane premium unleaded petrol on the combined cycle. We came perilously close to matching that claim, with an indicated 12.6L/100km after a week of workaday traffic, some fun on our favourite stretch of rural back road and long highway stints.

The fuel tank measures in at 90L.

At the beating heart of the Cayenne Turbo GT lies a twin-turbo 4.0-litre V8 making a slightly bonkers 485kW and 850Nm.

Mated to an eight-speed automatic sending drive to all four wheels, the bellowing V8 can propel the 2245kg super SUV from 0–100km/h in a scant 3.3 seconds. Top speed? Not that it matters, certainly not in Australia, but it’s listed at 305km/h.

While that sounds like a recipe for an unwieldy experience behind the wheel, especially during day-to-day driving around town, the reality is far removed from that. Because this is an SUV that can be driven as softly and gently as you like, but with the knowledge that should you choose to unleash all the demons that live under the bonnet, you can.

Around town, the Turbo GT remains nicely composed and on its best behaviour. Yes, there is always a hint of growl from the twin centrally mounted titanium exhaust tips, those beautifully milled works of art poking out from the rear diffuser. But it remains a muted growl, socially acceptable.

As does the Turbo GT’s demeanour navigating city streets and suburban roads. Acceleration from standstill is effortless, as you’d expect, while ride comfort remains good despite those magnificent 22-inch alloys and their slender sidewall rubber.

That’s down to the Cayenne Turbo GT’s adaptive air suspension set-up, which does a great job of cushioning out the scrappy surfaces we are faced with here in Australia.

But as easy as the Cayenne is to drive around town, there’s always the hint, the promise, the unshakeable knowledge that this super SUV is capable of more. Much more.

Highway stints up the ante in terms of speed, but really, cruising at 110km/h is hardly a stretch for this performance monster. Yes, getting up to highway speeds is fun, but it doesn't take too long (a shade over three seconds) to reach cruising speed before the gods of being sensible and law-abiding temper your right foot.

There’s theatre to be had by dialling up Sport from the drive-mode selector on the steering wheel. Theatre that takes on an aural magnificence as the exhaust pipes open up to let out more of that glorious symphony of combustion. But even then, it’s a drama tempered by societal expectations.

To truly experience the full tempest of the Turbo GT’s abilities, you really need a racetrack. Our week with the Cayenne precluded us from hitting the track, but a favoured ribbon of rural tarmac gave enough of a hint to this big super SUV’s full breadth of abilities.

Yes, it’s heavy, and there’s no disguising the fact, the big SUV wanting to push when cornering with a bit more intent than your average suburban enclave allows.

But that’s tempered by four-wheel steering and a superb chassis that does its best to mitigate its heft and with a decent dollop of success.

That it’s blisteringly quick accelerating out of a corner is beyond question. But it’s also delightfully precise, with meaty steering that responds to inputs with razor-sharp accuracy.

The suspension in its firmest setting still errs on the side of comfort. Just. Body roll is kept nicely in check, while brake pedal feel is reassuring, the big carbon discs pulling up the big super SUV without any trouble or fade.

Better yet, with everything dialled up to maximum sportiness, the pops and crackles and burbles on downshifts are as intoxicating as they are musical. Make no mistake, this SUV puts the ‘Sport’ in Sport Utility Vehicle front and centre.

The eight-speed auto, too, is as effortless as you want. There’s no wanting for the right gear, the calibration just right in terms of choosing the right cog at the right time.

You can, of course, use the steering-wheel-mounted paddle-shifters to chart your own transmission destiny, but the reality is, Porsche’s Tiptronic is better than you. Leave it in auto for maximum results.

But the Cayenne Turbo GT’s true beauty lies not just in its prodigious performance abilities – and they are many – but in how seamlessly and effortlessly it transforms from a big, capable, and engaging performance SUV into a comfortable, practical and quiet family car.

It really does offer the best of both worlds.

If you can only afford one Porsche, then this is arguably the one to get. Yes, there are far more affordable Cayenne options available. And some of them even have five seats.

But in terms of blending everyday drivability with the engineering talent to make driving fun again, then the 2025 Porsche Cayenne Turbo GT is quite possibly the one for you.

It’s got presence, it’s got drama, it’s got a powerful and growling V8 under the snout, and when you want to dial everything down and just quietly go about your daily life, it can do that too.

If you’re in the market for a Porsche Cayenne Turbo GT, your next step is to head to the Porsche Australia website to see available stock and delivery times.

You’ll also find the myriad ways you can personalise your Cayenne, along with pricing, using Porsche's configurator.

The next steps on the purchase journey are to find your nearest Porsche dealer to check stock levels, or search Porsches for sale at Drive Marketplace.

And if you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.