Auto Express

2024 Porsche Cayenne E-Hybrid closes the EV gap


Porsche’s cars may be fast, but they’re not fast enough to weather the rapid onset of emissions regulations. That’s why it modified all three powertrains in Porsche Cayenne 2024 to run cleaner, as well as more meaningful. But gig brands have had to make some tough decisions about how and where to sell their best-selling products.

This refresh to the third-generation Cayenne represents the most significant update to the mid-size SUV since the Cayenne brand was introduced in 2002. These changes ensure that it will remain fresh when it comes to the brand. Sold with the fourth generation launched with full Cayenne electric battery in 2026. The Porsche Macan electric arrives first in 2024. Until then, Porsche has brought back a new version of the twin-turbo 4.0-liter V-8 in the Cayenne S and it will choose to forgo sales of the 650hp Turbo GT. howling in India, most of the Asian countries and its home continent of Europe. Mark this as the beginning and end of the V-8.

The Cayenne E-Hybrid 2024 plug-in hybrid could provide the clearest indicator of where Porsche is headed and how it will get there.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

For 2024, Porsche swaps out the 25.9 kWh battery pack in place of the previous 17.9 kWh unit in the cargo floor. It will increase the electric range beyond 15 miles over its predecessor, but Porsche can’t certify by how much at press time.

When driving out of LA and into southern California—where Porsches seem to be as numerous as Teslas—it seems like 20 miles could be the new floor, with 30 miles of range being the ceiling possible. Instead of drastic changes, the Porsche Cayenne E-Hybrid continues to take incremental steps since it was first introduced in 2011.

It now has an 11 kW built-in charger that reduces the charging time of the larger battery to 2.5 hours; the old model has a 7.2 kw charger and takes about three hours to charge.

The E-Hybrid combines an updated 3.0-liter turbo-6 with a new but similarly sized electric motor that produces 174 hp and 339 lb-ft of torque compared to 134 hp and 339 lb-ft of torque. 295 lb-ft in the predecessor. Overall, power output increases from 455 hp to 463 hp but torque drops from 516 lb-ft to 479 lb-ft. Porsche spokesman Calvin Kim explains, the more powerful engine is more impactful and faster.

This results in an improved 0-100 km/h acceleration time in a split second, from 4.7 to 4.6 seconds, according to Porsche measures. It shed 5,348 pounds of weight seemingly with no effort, but when stopped, it doesn’t have the same front lift as the Cayenne S hits 60 mph in 4.4 seconds with the Sport Plus package. There are no known plans for the return of the 670hp Turbo S E-Hybrid.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Cayenne S Coupe or E-Hybrid SUV?

I tested the Cayenne S Coupe in the morning and the Cayenne E-Hybrid SUV in the afternoon. That’s an imperfect comparison. The difference in body styling between the Coupe and the SUV is negligible at 65 pounds in favor of the SUV, but in my eyes the Coupe looks better than the Porsche part. Its sloping tail is more reflective than the Taycan and to a lesser extent the 911. The reduction in cargo space — 3.2 cubic feet behind the rear seats — is also negligible.

Both models are equipped with an optional air suspension and sports exhaust system; the former makes more sense for the E-Hybrid. The E-Hybrid feels heavier, chunkier, and can feel 474 pounds more than the Cayenne S, despite the standard adaptive dampers. The V-8 Coupe in and out of bends is more fluid and stable, and in flight, it feels smoother. Even with the standard panoramic sunroof on the Coupe, it feels more picky than the E-Hybrid, which has 21-inch aerodynamic wheels instead of the 22-inch RS wheels on the Cayenne S. Cayenne S Coupe is fun. more taste.

The Cayenne E-Hybrid controversies could have to do with HOV lane accessibility, as a colleague pointed out, or price. With a starting price of $93,350 (an extra $4,000 for the Coupe), the E-Hybrid is also $97,350 cheaper than the Cayenne S (Coupe gets a big surcharge here at $6,400).

I’m not alone in liking the Coupe. Porsche says it has accounted for 30% of Cayenne sales since launch, nearly double the share of coupe-style SUVs from Mercedes and BMW.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Why buy E-Hybrid?

On their own, the Sport or Sport+ modes optimize the delivery of power from both sources to give the E-Hybrid Porsche appeal. And the Sports Exhaust system will unleash the V-6’s growl when called upon, but otherwise the E-Hybrid will prowl around in silence with the edge and the wind.

This dual nature is its main selling point, especially around LA, where the engines act as hostages for stopping and circulation. All. The. Time.

The system defaults to power, but Porsche turns this off, mostly for good effect. Porsche has digitized the cockpit to imitate Porsche Taycan electric by swapping the analog dials and replacing them with a 12.6-inch digital cluster that offers up to seven viewing modes. They’re clean and packed with navigation and performance data, but can’t match the user-friendliness of an Audi or the breadth and depth of Mercedes’ latest interface. Besides, a 12.3-inch touchscreen extends the dashboard, surrounded at the end by wing-tip-like vertical vents. Front passengers can play with the optional 10.9-inch touchscreen hidden from the driver’s view. With or without option, that dashboard space is covered by the same black finish that could be better covered with some of Porsche’s better materials.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

The handles remain mounted on the doors and next to the center console, where the new tactile climate control panel is less cluttered than its predecessor. The climate control panel could be tweaked a bit more to match the rest of the interior; for example, press the heated seat button and the entire dashboard momentarily sinks with it.

All driving modes switch to a dial on the steering wheel, while suspension and exhaust settings switch to the central touchscreen. The gear selector moves up the dashboard to the right of the steering wheel and the start button is to the left of the steering wheel. It’s neater, cleaner, and more reliant on digitization, but the analog Sport Chrono watch is still an option.

There aren’t any great announcements in any of the many screens that you’re driving a plug-in hybrid, but important information can be found in due time. The battery charge screen is accessible in one of the cluster displays, and the estimated distance appears in green in the combined tach/speedo display. It’s all very understated, almost muted.

The EV power display appears at the top of the tachometer in the midday position. A blue bar cascades down when using EV power.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

What’s up with the Cayenne’s regenerative braking system?

Another green bar falls to the left. That’s the regenerative brake dial. No throttle return occurs when you lift the accelerator, only occurs when the brake is pressed. It works in the background and still feels like a missed opportunity, just like in the last regen generation.

The regenerative setting alone, combined with some of those, but not many, results in a non-linear brake feel. The pedal may be a little soft at first, then harden as soon as the mechanical brake is held. The transfer is noticeable though not jarring, and Kim says the current app is an adaptation of regen system in Taycan.

“The diagram of how it works is very similar,” says Kim.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

8-speed automatic transmission with either power supply

What’s curious about Porsche’s plug-in hybrid system is the presence of an eight-speed automatic transmission and its smooth balancing of varying power demands.

In EV mode, it will show the drive gear in the tachometer even though no revs are displayed. At about 45 mph, and with the transmission in seventh gear, I hit the gas and the engine kicks in, shifting into seventh gear under synergy. In a similar situation, wanting to overtake someone, I hit the gas and the transmission shifts to 4 when the engine overtakes. EV mode never completely locks the engine. Above those speeds, in most cases, the engine operates in conjunction with the “E machine” engine.

The engine connects to the motor, then passes through the transmission and torque converter before sending power through the center differential and finally the rear differential. And the sizable battery is located under the rear cargo floor, just behind the rear seats.

You can play with different drive and hybrid modes using the dial on the steering wheel, but the car will respond to your inputs based on the electronic controller’s programming. It’s all very natural and predictable, and it maintains a small amount of battery power even when the meter says it’s exhausted.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

But gaming on the system can be a lot of fun. The E-Hold took the battery charge from empty to 10% when going downhill through a canyon. I lost those benefits going uphill in Auto Hybrid mode. But Sport mode along the coast, with stops every few miles or so, produced a lot of power up to 25% or 10 miles away, with outside temperatures at a suitable level in the 70s and climate control system is off. It’s not safe to extrapolate to a full 40-mile charge, as road conditions and driving habits determine the estimated range.

The least efficient mode is E-Charge which turns the engine into propulsion and generator. It powers the battery pack, so it’s best used to replenish the battery while traveling on the highway when the engine is running at its most efficient. I went 10 miles on electric only while driving hard for about 35 miles in E-Charge. Then, once off the highway, you can use electric propulsion for the last few miles before your destination. Of course, it entails performance, but intelligence with power never goes out of style.

Sport and Sport+ modes harness both sources of energy for optimal performance and automatically activate the sports exhaust. The turbocharged V-6 lacks the more resonant sound of the Cayenne S V-8, but it does more than just purr.

Porsche Cayenne E-Hybrid 2024

Porsche Cayenne E-Hybrid 2024

Like in real estate and entertainment, location matters. Using electronic power to get through LA’s notorious traffic feels so much better than stopping and starting a twin-turbo V-8. And assuming that a larger battery and more powerful engine result in enough range to cover more journeys there and elsewhere in the country, the Cayenne E-Hybrid makes its case without sacrificing Porsche’s power. .


Porsche provided accommodation and airfare to Green Car Reports to present this report in person.

news7g

News7g: Update the world's latest breaking news online of the day, breaking news, politics, society today, international mainstream news .Updated news 24/7: Entertainment, Sports...at the World everyday world. Hot news, images, video clips that are updated quickly and reliably

Related Articles

Back to top button