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2024 Porsche Cayenne Turbo E-Hybrid First Drive Overview: The opposite 700 membership

BARCELONA, Spain – There have been fewer street-legal Porsche fashions with at the least 700 horsepower than you’ll discover cylinders in a 911. The record consists of the 911 GT2 RS (700), the Taycan Turbo S (750), the 918 Spyder (887) and … that’s it. Till now, that’s. Welcome to the membership, Cayenne.

Porsche rejigged the Cayenne vary for 2024. It made complete updates in and out, it axed the Turbo S E-Hybrid mannequin, and it launched a brand new trim referred to as Turbo E-Hybrid that’s powered by a 729-horsepower gasoline-electric hybrid drivetrain constructed round a twin-turbocharged 4.0-liter V8. Additional down within the hierarchy, there’s a brand new S E-Hybrid mannequin that makes use of the identical hybrid guts because the Turbo.

These well-versed in Porsche-speak will know Turbo vehicles (no S) have traditionally been positioned a notch under the Turbo S fashions. On paper, then, it appears to be like like a downgrade. Nonetheless, the brand new Turbo E-Hybrid presents extra energy (it’s probably the most highly effective Cayenne up to now) and faster acceleration than each the outgoing, non-hybrid Turbo and the newly-retired Turbo S E-Hybrid. Let’s crunch numbers.

Energy comes from an evolution of the acquainted 4.0-liter V8 that’s twin-turbocharged to 591 horsepower and 590 pound-feet of torque. In comparison with the eight-cylinder within the earlier Turbo, the revised engine options single-scroll turbochargers and a 350-bar gasoline injection system to ship higher gasoline economic system. In comparison with the outgoing Turbo S E-Hybrid, there’s a brand new electrical motor built-in into the eight-speed computerized transmission that’s linked to a bigger, 25.9-kilowatt-hour lithium-ion battery pack, and Porsche added an 11-kilowatt charger. The updates made to the hybrid a part of the drivetrain quantity to extra electrical vary and sooner charging.

The system’s complete output checks in at 729 horsepower and 700 pound-feet of torque, sufficient to unlock a 3.5-second dash from zero-to-60 mph and a prime pace of 183 mph. For context, the previous Turbo was rated at 541 horsepower and 567 pound-feet of torque, whereas the now-retired Turbo S E-Hybrid posted figures of 670 and 663, respectively. Solid on this mild, the S emblem lacking from the hatch turns into a moot level.

Will some type of Turbo S come again? Porsche wouldn’t inform me, so your guess is nearly as good as mine.

Porsche additionally fitted an electrical brake booster, its Torque Vectoring Plus (PTV) system and an adaptive air suspension system with two-valve expertise to extend the vary of each consolation and efficiency. None of that is instantly seen, so if you wish to inform the Turbo E-Hybrid from any of the opposite Cayenne variants, preserve an eye fixed out for larger air intakes added to the entrance bumper, particular exhaust shops, and 21-inch wheels. Each the usual Cayenne and the Coupe model are eligible to obtain the Turbo E-Hybrid remedy, too.

In some markets, together with Europe, consumers will discover a GT Package deal on the record of choices. It consists of wider wheels, a selected suspension system, and carbon ceramic brakes, amongst different performance-oriented options. This bundle won’t be supplied in the USA for an excellent motive: Now we have the Turbo GT. This non-electrified, enthusiast-friendly super-SUV is not obtainable in quite a few nations (together with Germany, paradoxically) as a consequence of emissions laws, so the GT Package deal is a comfort prize.

Carmakers are more and more dividing hybrid expertise into two classes: techniques developed for max effectivity and techniques developed for max efficiency. The effectivity staff pledges allegiance to pioneers like the unique Toyota Prius; the efficiency staff idolizes fashions just like the limited-edition 918 Spyder. Push the “begin” button on the left facet of the steering wheel, flick the little razor-shaped gear selector into “Drive” (this change is without doubt one of the adjustments Porsche made to each Cayenne for 2024), and also you may suppose the Turbo’s views are aligned with the Prius. It glides round city whereas working completely on battery energy, delivering the kind of easy, silent, and fully sterile driving expertise you discover in lots of mid-range electrical vehicles. It’s not sluggish, nevertheless it’s not Turbo-quick, both.

Whereas an official vary determine isn’t obtainable as of writing, Porsche claims that the Turbo can run on electrical energy for for much longer than the earlier E-Hybrids (even at freeway speeds) due to the brand new battery, which is a pleasant profit for consumers planning on utilizing their SUV to commute. As a substitute of ready for the vary gauge in entrance of me to show a zero, nonetheless, I flip the drive mode dial positioned on the suitable facet of the steering wheel to pick out the Sport driving profile and awaken the V8 from an extended nap.

Each time I drive a higher-end Cayenne, I’m stunned at how such an enormous, heavy automotive can transfer so shortly. It nearly defies physics. Giving the Turbo mannequin a spot on the 700-plus-horsepower desk reinforces the impression that Newton could be a bit puzzled if he sat within the again seat: this roughly 5,700-pound SUV is a full half-second faster from zero to 60 mph than a 911 Carrera. The hybrid system performs an enormous function in unlocking the kind of acceleration we anticipated from a supercar a decade in the past. The dual-turbo setup wants time to spool to full enhance, so the engine doesn’t ship its peak torque output till 2,400 rpm. The electrical motor eliminates the slight lag you’d really feel under 2,400 rpm by blasting the driveline with on the spot torque. Put one other method, attending to 60 mph from a cease feels fast and linear in equal measures.

On the freeway, the Cayenne Turbo is correct in its component. It’s content material to cruise alongside at no matter pace you ask of it as driving aids like adaptive cruise management and the lane departure warning system beep and buzz in the event that they detect one thing value beeping and buzzing about. It’s easy, snug, and simple to drive.

“It doesn’t really feel such as you’re doing 80 mph,” my co-driver factors out after about 10 minutes. She’s proper … however how does she know our pace? “It’s proper there on the display!” Wait a minute. What display?

One other one of many inside updates Porsche made to the Cayenne for the 2024 mannequin yr is an non-compulsory 10.9-inch show embedded into the dashboard straight forward of the entrance passenger – one thing first seen within the Taycan. It’s so nicely built-in that I had no concept it was there till my co-driver informed me. From the motive force’s seat, you’ll be able to’t inform that there’s a display in that spot, not to mention that it’s on. It’s debatably helpful however fairly cool.

The winding, uphill freeway takes our convoy to the Parcmotor Castellolí monitor on the outskirts of Barcelona, Spain. It’s a roughly 2.6-mile-long circuit with two lengthy straights the place you’ll be able to drive flat-out and quite a few elevation adjustments that require utilizing the braking system’s full energy. I do know we’ve obtained the ability, and the 16.5-inch (!) entrance rotors counsel we’ve obtained the brakes as nicely. These are the usual metal brakes; the record of choices will embrace the Porsche Carbon Ceramic Brakes (PCCB), although a spokesperson for the corporate informed me the system doubtless received’t be supplied at launch as a consequence of provide points.

One ultimate query stays: is the chassis as much as the duty? Just like the Cayennes that got here earlier than, the reply is sure.

With the driving mode selector turned to Sport Plus, the Turbo E-Hybrid races out of the pits towards the primary nook. The lead automotive, a yellow 911 Turbo S, units a tempo that originally doesn’t really feel very SUV-friendly however finally ends up being spot on. You always remember the mass you’re lugging round – the brand new Turbo weighs greater than a 718 Boxster and a Mazda MX-5 Miata mixed – however the chassis tuning and options like Torque Vectoring Plus help you metaphorically drive round it. Flip after flip, the Turbo E-Hybrid makes a robust case for the existence of a high-riding Porsche: it’s extra of a super-SUV within the vein of the Aston Martin DBX 707 than a hot-rodded household hauler. The air suspension largely retains physique roll at bay whereas the short, well-weighted steering makes it simple to put the entrance wheels precisely the place you need them.

The $1,280 rear-wheel steering system additional improved my check automotive’s capability to deal with tight bends at excessive speeds. The system additionally works wonders on winding roads, on the freeway by enhancing stability, and round city by lowering the turning radius. It’s an possibility value paying for.

On the way in which again to Barcelona in rush-hour visitors, I’m reminded in no unsure phrases that I’m driving a hybrid. If you step on the brake pedal, the Cayenne balances the motor’s regeneration perform and the hydraulic brakes in no matter method makes probably the most sense to its digital mind. It’s easy 95% of the time, however you generally really feel a slight “clunk” when coming to a full cease. That is extra of a quirk than a flaw, and Denis Rancak – the supervisor of powertrain for the Cayenne line – informed me it’s regular, nevertheless it’s an eccentricity you wouldn’t really feel in non-hybrid Cayennes.

A lot of my drive time was spent within the Turbo E-Hybrid, however I did get an opportunity to pattern the also-new Cayenne S E-Hybrid (pictured above), the S indicating its mid-point placement within the lineup between the usual Cayenne E-Hybrid and the Turbo E-Hybrid. All of them use the identical electrical motor and battery pack, so it’s as much as the engine to supply the distinction. Within the case of the S, meaning a extra highly effective model of the bottom E-Hybrid’s 3.0-liter turbocharged V6 good for 48 extra horsepower and 59 lb-ft of torque. Complete system output lands at 512 horsepower and 553 pound-feet of torque, which is sufficient for a zero-to-60-mph time of 4.4 seconds. The usual E-Hybrid is sweet for 463 hp and hits 60 in 4.6 seconds.

In electrical mode, the S E-Hybrid delivers the identical driving expertise because the Turbo E-Hybrid; you’ll be able to’t inform the 2 aside. It turns into extra animated as soon as the V6 wakes up, nevertheless it doesn’t convey the backdrop to life the way in which you’d anticipate a 500-plus-horsepower SUV to. That’s to not say that it’s gradual, it’s faster than a scorching hatch, nevertheless it doesn’t really feel as energetic as its specs sheet suggests. It evokes you to punch it if you merge onto the freeway to zip straight into the left lane, to not take the lengthy, twisty method house from the workplace. From the way in which the exhaust sounds to the way in which it behaves round a nook, it feels nearer to the consolation facet of the spectrum than its V8-powered sibling, although it’s not all the way in which over.

And talking of consolation, each characteristic the identical agreeable inside structure, which Porsche made important updates to for 2024. You expectedly get extra with the Turbo: The record of normal options consists of heated and 18-way power-adjustable adaptive entrance sport seats, ambient lighting, a Bose surround-sound system, and a GT Sports activities steering wheel. They’re on equal expertise footing, nonetheless, that means the motive force faces a 12.6-inch curved instrument cluster that doesn’t have a visor, a “begin” button positioned on the left facet of the steering wheel, and a small, razor-like gear selector positioned to the left of the 12.3-inch touchscreen that shows the infotainment system.

From each an tools and driving expertise perspective, the S E-Hybrid is positioned because the extra good choice within the E-Hybrid vary, not because the fanatic’s alternative. It’s for many who discover the common E-Hybrid too stale and the Turbo E-Hybrid too spicy. Or too costly. On sale now, the Cayenne S E-Hybrid and the Cayenne S E-Hybrid Coupe price $100,750 and $105,650, respectively, together with a $1,650 vacation spot cost. Deciding on the Turbo E-Hybrid mannequin bumps these figures to $148,550 and $153,050. Deliveries are scheduled to begin in spring 2024.

By catching the ball set rolling by the 918 Spyder a decade in the past, the brand new 2024 Cayenne Turbo E-Hybrid leverages gasoline-electric expertise to spice up its efficiency numbers, not merely to jack up its EPA-rated gasoline economic system figures. That it lands because the fourth street-legal Porsche mannequin to cross the 700-horsepower threshold speaks volumes about what engineers had in thoughts in the course of the improvement course of, and it bodes nicely for future additions to the model’s vary (take into accout the Panamera is due for an replace). As for the brand new S, it offers hybrid-minded consumers the mid-range possibility that’s been lacking till now.


I was born on March 15, 1980, in Detroit, Michigan. I grew up in the heart of Motor City, surrounded by the culture of automobiles. I had a close-knit family, including my parents, two older siblings, and a younger brother. I attended Roosevelt High School in Detroit, where my love for cars began to flourish. From a young age, I showed an early interest in automobiles. I would spend hours tinkering with my bicycle and helping my father fix up our family car. It was clear that I had a natural affinity for all things mechanical. This passion for cars led me to pursue a career in the automotive industry.

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