Review: 2026 Porsche Cayenne Turbo E-Hybrid

Review: 2026 Ferrari 12Cilindri Spider

As forced induction and electrification continue democratize horsepower throughout the automotive industry, luxury automakers have faced a growing challenge: how do you make an exotic machine feel special at a point in time when even mainstream vehicles offer jaw-dropping performance? Ferrari, to its notable credit, has answered this question in part by staying at the forefront of the latest technologies, as evidenced by cutting-edge entries like the SF90 and F80 – both of which utilize performance-tuned hybrid systems in conjunction with turbocharged engines and sophisticated all-wheel-drive setups. While those two mid-engine monsters offer truly stunning capability, there’s also a growing contingent of performance enthusiasts who yearn for the simpler days of long, curvaceous hoods, rear-wheel drive propulsion, and the banshee wail of a high-winding 12-cylinder engine at full chat. And that’s precisely where the 12Cilindri Spider stakes its claim. As the successor to the 812 Superfast, the 12Cilindri leverages clever active aerodynamics, advanced traction and stability control systems, and a trick four-wheel-steering system that manages the movement of each wheel independently to enhance cornering response, but it’s ultimately an homage to Ferrari’s storied V12 heritage. Aside from the no-nonsense name (which literally translates to “12 Cylinders”), the 12Cilindri’s exterior styling clearly takes some inspiration from the 365 GTB Daytona of the late 1960s. And rather than saddling its latest GT flagship with the complexities of bulky batteries, electric motors, turbochargers, and AWD, Ferrari has instead chosen to focus on the fundamentals that have made GT cars like the Daytona such enduring icons: elegant design, a finely honed chassis, and a truly spectacular naturally aspirated powerplant. It’s a 6.5-liter dry-sump V12 that produces 819 horsepower and revs to a searing 9,500 rpm. Ferrari only cites a deliberately ambiguous dry weight of 3,571 pounds for the Spider, which carries about 130 pounds of extra mass as compared to its coupe counterpart. But at a time when an alarming number of new performance cars are saddled with curb weights that start with a five, the potentially sub-4,000-pound 12Cilindri Spider feels lithe and unencumbered by countermeasures expressly designed to combat the laws of physics. Although its primary mission is to enable drivers to carve their way through picturesque locales at a lively pace without compromising comfort, the 12Cilindri has a notably more sports-car-like persona than the Aston Martin Vanquish – its closest rival – thanks in part to the Ferrari’s incredibly rigid chassis, dual-clutch gearbox, and earnestly performance-tuned suspension. While the eight-speed DCT occasionally takes a beat to get things going from a dead stop, and the hunkered-down stance makes the nose-lift feature a necessity when negotiating steep driveway aprons, the 12Cilindri Spider still manages to retain an admirable level of civility around town and out on the highway. Outfitted with a killer Burmester audio system, a retractable hard top that opens in just 14 seconds at speeds up to 28 mph, and sport seats that feature heating, ventilation, and adjustable bolstering as well as multiple massage routines, the 12Cilindri Spider can be a posh, effortless cruiser when called upon to do so. The only glaring deficiency in this regard comes from Ferrari’s HMI implementation, which utilizes frustratingly difficult-to-use capacitive surfaces on the steering wheel and the instrument panel to control features like adaptive cruise control and mirror adjustments, along with the various functions that are accessed via the 15.6-inch digital gauge cluster. While the infotainment system looks sharp and is quick to respond to inputs, Apple CarPlay conked out on more than one occasion during the few days I spent with the car. Nitpicks aside, one feature that definitely works as intended is the steering-wheel-mounted Manettino switch, which allows you to toggle between the available drive modes. Sport is the default, a naming decision which helps set ride quality expectations, but you can also press this switch like a button to enable Bumpy Road mode, which relaxes the adaptive dampers beyond their standard tuning for more compliance on rough pavement. Out in the canyons, I found myself more interested in the additional drama provided by Race mode. In contrast to convention, Ferrari chose to leave the steering, throttle mapping, and brake-by-wire settings the same in the Sport and Race modes for the sake of predictable response, instead heightening the driving experience when set to the latter by easing the electronic assists, ramping up the programming for the gearbox and the electronically-controlled rear differential, and – importantly – opening up the exhaust valves. While it’s still a little bit quieter than I’d prefer, even with the top down, the noise that this V12 makes while working its way past 9k is a soundtrack to your sweetest dreams. It took some conscious effort to stop myself from short-shifting the first few times I laid into the throttle with the gearbox in manual mode. The revs just seem to build endlessly. It’s also a decidedly different experience than what’s offered in the latest Vanquish. The Aston also features a 12-cylinder atomic bomb under its hood, but the crucial difference here is that the Vanquish’s lofty power figures are owed in part to turbocharging. This gives the Aston a substantial advantage in peak torque (738 lb-ft versus the 12Cilindri’s 500 pound-feet), but it also relegates its redline to a relatively pedestrian 7,000 rpm. The upshot is that not only does the 12Cilindri deliver a much more emotive soundtrack when you drop the hammer, it also feels significantly more buttoned down when called upon to hustle through a technical section of road. Its quick steering rack takes a moment to acclimate to, but it soon becomes apparent that the chassis, brakes, and powertrain have no problem keeping pace. <- Gallery -> The Manettino switch also has dedicated settings for partially or completely disabling the traction and stability control systems if you’re feeling brave (or prefer to do your grand touring sideways), but the intervention is so seamless when these systems are enabled that they rarely distract from the proceedings. While the Vanquish twists and shimmies as the powertrain and the electronics have a debate over the fastest way forward, the 12Cilindri just feels more planted and easier to trust when really hauling the mail. In an era when quadruple-digit horsepower has somehow become readily achievable for production cars, the Ferrari 12Cilindri Spider is a reminder that character and emotion aren’t attributes that can be easily quantified on a spec sheet. There will be a time – probably in the foreseeable future – where folks will gaze into the open clamshell hood of a 12Cilindri and say, "Man, they don’t make ’em like this anymore." Like it or not, the days of the unassisted Ferrari V12 are almost certainly coming to a close. With that in mind, well-heeled traditionalists would be wise to savor the moment. View All Ferrari 12Cilindris For Sale Images: Bradley Iger

Review: 2026 Porsche Cayenne Turbo E-Hybrid

Merging Silent Electric Commuting with the Raw Power of a Twin-Turbo V8

When Porsche first launched the Cayenne for model year 2003, customer response proved doubtful SUV critics wrong immediately. And for good reason: combining Porsche panache with serious performance and borderline unbelievable off-road capability arguably put both the “Sport” and “Utility” in an SUV for the first time ever. More recently, though, the Cayenne started trending more in the sporty direction – and especially the top-spec Turbo GT that essentially swaps a Porsche badge onto a Lamborghini Urus super-SUV.

The Urus SE then added hybrid power to Lambo’s SUV lineup, though Porsche paved the way for hybrids as far back as 2010. Now, despite lacking much in the way of off-road cred anymore, the new 2026 Cayenne Turbo E-Hybrid can stack up in almost even terms to the Turbo GT (or Urus SE) by throwing EV utility into the mix as a daily driver, commuter, and family hauler. And one that still absolutely snarls when the times comes for aggressive driving, too.

Much the same as that original hybrid Cayenne in 2010, as well as the Urus SE today, my tester uses a single electric motor between the engine and transmission. In this case, the e-motor can pump out 174 horsepower and a prodigious 339 lb-ft of torque, the latter of which takes some load off the familiar Volkswagen AG twin-turbocharged 4.0-liter V8.

In total, Porsche rates the combined powertrain at 729 horsepower and 700 lb-ft, good enough to log a 3.5-second sprint to 60 miles an hour. For 2026, the Turbo E-Hybrid’s battery steps up in capacity to 25.9 kilowatt-hours, or 45% more than the previous model year. That translates to plenty of range in fully electric mode for this plug-in hybrid. In reality, the estimated 24 miles paled in comparison to what my Cayenne showed on the gauge cluster regularly, at well over 30 miles with the battery fully charged.

I spent plenty of time driving around silently and stealthily, as much to save my neighbors from early morning wakeups as to test the overnight charging capabilities. Once I purposefully drew down enough juice, I also plugged the provided charger into a standard 120-volt outlet.

With only 3% charge by that time, the Cayenne showed a graphic on the center touchscreen predicting about 21 hours to fill up all 97% remaining. But I unplugged early the next morning, after a little under 15 hours plugged in, and the state of charge already sat above 75%. Not bad, since that means any Level 2 charger running on 240V should top up the battery overnight with ease.

The gasoline engine itself can also charge the battery, which I regularly tried to do by spinning the drive mode dial on the steering wheel to Hybrid, then selecting E-Charge mode on the center touchscreen. This only works while driving at higher speeds, though, rather than in stop- and-go traffic or neighborhoods, when the hybrid system best contributes to efficiency rather than all-out performance.

Luckily, despite the variable settings, Porsche makes figuring out the Turbo E-Hybrid’s many modes quite intuitive. The Cayenne always fires up fully electric to start, though, and I sometimes noticed a bit of lag when dipping into the gas pedal without the gasoline engine already running. So, I stayed in Hybrid mode for most drives with the engine lazily chugging along, prioritizing the seemingly endless wellspring of low-end torque until the time came to head up into Malibu and spin the dial further to the right for Sport and Sport Plus.

As usual in Sport, the burly V8 unleashes a deep crescendo of exhaust grumble as valves open up and the suspension tightens down. Paddles on the steering wheel let me rip through gears, but in reality, Porsche’s typically impeccable shift logic stayed in the proper rev range at all times anyhow.

In a similar fashion to the Urus SE, the Cayenne’s curb weight of well over 5,500 pounds results in a fair amount of wallowing and wafty over rough roads. The suspension clearly works hard to manage body roll and prevent understeer, but even the wizards of Weissach can only combat sheer physics so much. Rear axle steering, meanwhile, allows for a tremendously tight turning radius, though the interplay between PDCC (Porsche Dynamic Chassis Control) adjusting the air springs, the active sway bars, and that rear-steer system sometimes results in some ungainly and unpredictable moments.

For the majority of driving, though, the Cayenne simply rides so smoothly that this tradeoff seems absolutely worth any bit of confidence lost at the very limit. Porsche quality control on full display; every touchpoint feels so solid, with no creaks or rattles anywhere in the serene cabin. Turn up that Burmester sound system, stretched out in the front or rear seats, and the Cayenne turns into a wellness retreat. The trunk even fits a substantial 21.9 cubic feet of cargo, despite the battery pack below the cargo floor eats modestly into that volume versus non-hybrid Variants.

For this reason alone, I’d argue against choosing the Cayenne’s Coupe roofline for the Turbo E- Hybrid – since allowing a bit more room for hauling grocery, luggage, or sports gear versus a station wagon pretty much inspired the whole genre of the SUV in the first place. In fact, the prospect of owning a true “one-car solution” that perfectly combines sport and utility inspired me to buy a first-generation Cayenne Turbo years ago. Of course, I then modified it for off-roading with knobby tires, skid plates, and a swingout spare tire carrier – which only dulled down the lateral cornering by a small margin. And when so equipped, this luxury German Autobahn stormer then hit some heavy trails with surprising ease, too.

I still recommend first-gen Cayennes quite regularly, but it’s nice to get a chance to experience how Porsche’s pioneering SUV ethos carries on today. Some similarities hit my memory bank hard: the angular grip handles on the center console, a familiar hood bulge out the front windshield, the shape of the headlights, that trunk sill made out of brushed metal.

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Other than leaping up in horsepower by just about another two-thirds versus my old Cayenne, the new generation also steps up in price quite quickly when diving into Porsche’s infamously extensive options list. The Turbo E-Hybrid comes fairly loaded already at $162,500 to start, but my tester ran to $210,140 with a laundry list of add-ons. I can skip the passenger touchscreen for $1,580 since everybody travels with a smartphone anyway. And that rear-axle steering costs $1,310 for those who believe the reduced turning radius sounds necessary. And though Porsche Ceramic Composite Brakes (PCCB) make sense on a GT3, on an SUV, an additional $10,580 for braking seems a bit excessive.

The Burmester 3D High-End Surround System, on the other hand, absolutely amplifies everything spectacular about the Cayenne Turbo E-Hybrid and should be mandatory for $5,940. And I need the Premium Plus Package because it includes ventilated seats – that’s another $3,450. Just $730 for a trailer hitch seems reasonable, given that this Cayenne can tow easily with all the torque in the known universe. More realistically, that trailer hitch will probably hold a bike rack, though roof rails and a box always look good on almost any Porsche, too.

Few other cars on the market today can compete with the Cayenne’s impressive breadth of abilities. At least Porsche still retained a bit of adventure potential, too, given that the air suspension can crank up in Off-Road mode – not to mention the dedicated off-road gauge Screen.

Unfortunately, the huge brakes necessary to rein in such a prodigiously powerful and heavy SUV dictate 22-inch wheels (PCCB or not), which rules out the big knobby tires that my old rig fit on its 18-inch wheels. Even without hitting any trails and truly torture-testing the Pirelli Scorpion tires, my week with a Turbo E-Hybrid revealed just how far the Cayenne has come in refinement terms as much as anything. Equal parts EV, efficiency hybrid, and supercar, this plug-in absolutely excels at living well day in and day out, and still truly approaches about as close to a one-car solution as possible.

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Images: Michael Van Runkle

Michael Van Runkle