CAYENNE E-HYBRID HAS STYLE, SPEED
Don’t let its size fool you, light-feeling Porsche runs like a razor-edged racer
While Porsche may not have as many vehicle types in its arsenal as some of its rivals, the company more than makes up for it with the number of derivatives within each line — 24 and counting for the 911!
The latest addition to the third-generation Cayenne for 2019 is the E-Hybrid, a plug-in hybrid model with a decided liking for speed.
That, however, does not mean it forsakes efficiency.
Key to the level of performance and economy is the hybrid combination — the underlying boost strategy coming from the 918 Spyder. Along with the 3.0-L turbocharged V6, which pushes a healthy 355 horsepower and 332 pound-feet of torque, comes a new electric motor that sits between the engine and transmission. Its output is up 43 per cent, so it now adds 134 hp and 295 lb-ft of torque to the mix.
The combination produces a net system output of 455 hp, which is stellar in its own right.
However, it’s the peak torque of 516 lb-ft at 1,000 rpm that brings the rapid launch and sustained pull through the mid-range.
The result is a run from rest to 100 km/ h in five seconds flat, which is nearly a full second faster than the outgoing Cayenne S E-Hybrid. The urgency continues on to the top speed of 253 km/ h.
The power is relayed to the road through an eight-speed automatic with paddle-shifters and all four wheels. As with the regular Cayenne, the power is split to favour the rear wheels, but as it’s always working in the background it puts the power where needed in a timely fashion. It works with a brake-based rear torque vectoring system.
Porsche’s Dynamic Chassis Control now uses electromechanical anti-roll bars. It has its own 48-volt supply to make it dance, banishing body roll regardless of terrain. A first is the addition of rear-wheel steering to the Cayenne.
At low speeds, the system steers the rear wheels in the opposite direction to the front wheels, which cuts the turning circle. At higher speeds the system steers the rear wheels in the same direction as the front wheels, which improves the turn-in response and improves stability.
The drive proved the Cayenne E-Hybrid to be every bit as sporty as its regular siblings.
The adoption of a new threechamber adaptive air suspension saw the E-Hybrid run the tight twisty roads around Montpellier like a razor-edged racer — it feels so much lighter than its size and mass suggest.
The steering response is fast, weighted well and it changes according the selected drive mode. Throw in the traction afforded by the “hold-on” allwheel-drive system, plus the optional P285/40R21 front and P315/35R21 rear tires, and the Cayenne goes where it’s pointed in one serious hurry.
It may be green, but it can still whip most of its peers when the hammer’s down.
This, however, only tells half of the E-Hybrid’s story.
Thanks to a larger 14.1 kWh battery, which is up about
30 per cent in size, the E-Hybrid now has an electric-only driving range of 44 km and can travel up to 135 km/ h solely on battery power. Using a 220-volt outlet and the standard on-board charger, it takes 7.8 hours to recharge a depleted battery.
The only real compromise is found in the cargo capacity; as the battery lives under the rear load floor, the cargo space drops from 745 to 645 L.
Depending on the drive mode selected, the hybrid system alters the manner in which the electric side does its thing. In E-Power mode, the Cayenne runs on electricity alone. There’s also E-Hold to save the battery and E-Charge to replenish it.
Hybrid Auto mode picks the best combination of the power sources to maximize efficiency, while selecting Sport or Sport Plus amps up the response accordingly. In Sport, the battery is only charged enough to support the next electric boost, which helps economy in spite of servicing the need for speed.
Sport Plus, however, charges the battery as quickly as possible to ensure the urgency of the drive is maintained.
Finally, a button in the middle of the mode selector engages Sport Plus for 20 seconds, and it does so regardless of the selected driving mode — it’s handy when a speedy pass is required.
For everyday use, Hybrid Auto is the best mode when prowling suburbia. Pick Sport for the rest of the time — it brings quicker reflexes and firms the suspension. On the road, the Cayenne E-Hybrid returned an average fuel economy of 8.2 L/100 km. That, given the quick tone of the drive, is extraordinary for a full-sized crossover.
While the E-Hybrid’s on-road drive modes will see the most use, there are others for off-road situations. But the question is, who would venture into the hinterland in what is primarily a sports car? However, those that do can record the excursion and use it to become a better driver in much the same way as the track app is used.
The E-Hybrid’s cabin mirrors the rest of the lineup. It can be equipped with everything from multi-directional, heated and cooled power sport bucket seats with an available massage function, a stunning 1,455-watt Burmester sound system and another first — a new heads-up display. The key differences are found in the instrumentation and infotainment; both break down what the hybrid system is doing. The other plus is the charging functions can be managed and monitored through the Porsche Connect app.
The push to electrify cars is gaining momentum almost daily. Porsche’s thrust takes a big step forward with the 2019 Cayenne E-Hybrid; it is as stylish as its regular siblings, but with just enough touches to show its electrified roots — “acid green” calipers and matching accents around the badging.
It also sacrifices very little in terms of outright performance, yet delivers remarkable fuel efficiency. Once to be dreaded more than embraced, the hybrid has finally come of age — the Cayenne E-Hybrid is green when it needs to be, and an utter blast the rest of the time.
The Porsche Cayenne E-Hybrid arrives next spring, with a starting price of $91,700 — optioned up, it can push to $150,000.