It’s best to think about 2024 porsche cayenne EQUAL Cayenne version 3.5. It’s not a clean redesign, like its basic crash structure, overview The size and many components are carried over from the third-generation Cayenne that debuted in 2017. However, it’s more than a typical mid-cycle refresh.
Each of the four convertible models is more powerful (GTS, Turbo and Turbo S E-Hybrid will be retired in 2024). The base Cayenne’s 3.0-liter turbocharged V6 now makes 348 horsepower and 368 pound-feet of torque, up 13 and 36, respectively. At the other end of the spectrum, the 4.0 twin-turbo V8 liter of the Cayenne Turbo GT now makes 650 hp, up from 631 hp. It will hit 60 horsepower in the same 3.1 seconds. The changes to the two models in between are more substantial.
The Cayenne S loses its 3.0-liter twin-turbo V6 to make way for a 4.0-liter twin-turbo V8. You read that right. It’s hard to remember the last time a new car get a increase in cylinders and displacements, not vice versa, but here we are. According to Stefan Fegg, Cayenne line manager, the V6 has reached the limits of its performance potential with the old engine’s 434 hp and 405 lb-ft of torque. However, Porsche wanted to power up the quasi-new generation, which prompted engineers to go back to the old V8 to achieve 468 hp and 442 lb-ft. It sounds simple, but in order to sell the Cayenne S in Europe, technologies must be developed to meet demanding requirements. emissions law. These include improved camshaft sensors, a higher-pressure injection system and an electric exhaust, and they also effectively support, though officially EPA number is not available. Those were not found in the V8-powered Turbo GT, then were not sold in Europe, Japan and other places.
Honestly, if the performance and emissions of a V8 could be better, match or at least close to that of a V6, then who would complain? The answer is no one. There’s a reason we’re so fed up with V8s after V8s have been replaced by a handful of uncharacteristic turbocharged V6s over the course of more than a decade. Porsche/Audi V6s are better than most, but there’s still no substitute for the squeaky noises those extra cylinders make. While we wait for the all-new, all-electric Cayenne to arrive “mid this decade” and be sold alongside this generation and a half for a while, it’s nice to know the petrol- Cayenne powered will go down swaying.
That said, choosing it is not a given. The Cayenne E-Hybrid gets that updated base V6 plus a more powerful electric motor for a total system output of 463 hp, up from 455 hp. It hit 60 horsepower in 4.7 seconds, just three-tenths the speed of the V8. Bigger news is battery, expanding dramatically from 17.9 kilowatt-hours up to 25.9. EPA electricity-only range estimates are not available, but car show 45 miles when we got in with a full battery – that would be a huge improvement over the previous 17 miles. Either way, there’s a new, more powerful 11 kW AC charger On the plane, home charging time can be reduced to just 2 and a half hours with a suitable home charger.
Acceleration from the E-Hybrid is surprisingly quiet and smooth when driving using the all-electric range. Different combinations of hybrid power sources will automatically pop up on the touch screen when you operate the drive mode dial on the steering wheel, including auto, hold (saves current battery for later use). this) and charge (use the motor to charge the battery for later in your drive). In contrast, doing so in the Volvo Recharge model requires touch-touch-touch on the touchscreen.
Again, however, the E-Hybrid is more than an ecological choice. It may be up to 60s slower and lack that signature V8, but it’s absolutely a performance-driven powertrain. It’s fun to roam in the Santa Monica Mountains, with the electric motor ready to deliver a burst of torque now that the six turbochargers work with an unforgettable engine and exhaust. The overall experience of driving the S is not Therefore much better it will outshine the E-Hybrid’s extensive electric range and lower the price – $91,700 versus $95,700 for the SUV with another $4,000 Coupe (E-Hybrid) or 6,400 dollars (S).
One possible error: the brake pedal. The E-Hybrid has the same solid initial pedal response as other Cayenne models, but for whatever reason this results in some tough transitions between regenerative and mechanical braking, making it difficult to adjust and stop jerking, especially at lower speeds. Perhaps this could be because our E-Hybrid test car had the option of carbon ceramic brakes, which seems completely absurd for this particular Cayenne (if it can be every Cayenne). Something to look out for on a test drive.
All 2024 Cayenne models except the Turbo GT are equipped with a revised Porsche Active Suspension Management (PASM) system with new steel springs and two-valve shock absorbers replacing the previous single-valve setup. Essentially, one valve handles the upforce and the other handles the downforce, thus improving suspension handling and driving comfort. Our test cars have the optional adaptive air suspension (standard on the Turbo GT) featuring a new two-valve, two-chamber design that does an even better job for the same task. overall, while providing a larger difference between Normal, Sport and Sport Plus driving modes. The aforementioned twisting in the Santa Monica mountains certainly asserted a bit of calm handling, while ride comfort was impeccable during our ride up and down Highway 101 from Malibu to Ojai, Calif.
Another option sampled is the rear-wheel drive system, which is more responsive than the front. While having RWS in a large sedan or sport car Now that it’s become commonplace, the feeling of the rear of the car rushing out so hard on such a tall vehicle is strange if impressive.
The exterior is updated, but in true Porsche style, it’s hard to tell unless you look at them side by side. So go ahead and do it above. The gray cars are the former design.
The interior is a much bigger issue as it not only represents a new design for the Cayenne, but also debuts new components for Porsche. The dashboard is now completely digital and includes seven layout/design options, but they all fit in with Porsche’s existing gauge aesthetic (i.e., don’t expect futuristic graphics or any other whatever BMW thinks it’s doing). That includes the traditional five-gauge layout, but the information presented isn’t further customizable, which means you’re stuck with both the silly G gauge and the rarely needed tire pressure monitor. .
The new climate control system is clearly a response to complaints about two of Porsche’s previous climate control concepts (too many buttons interspersed between unrelated buttons, then a few). “buttons” are more touch sensitive but are now hard to find). The new concept is a neat row of physical buttons bordered above and below by touch icons. It’s a better concept, but the implementation is flawed. Pressing down on the icons provides haptic feedback, but the entire black trim moves with each “button” press, which seems cheap, especially for a Porsche. However, the final controls are easier to use without looking, so we’ll score it as a win. Cayenne doesn’t have either Panamera And taycanridiculous touchscreen-controlled vents – don’t expect another future Porsche to have them.
However, there’s no free interior-packed lunch, so to make room for a neat array of climate controls on the center console, the old single-shifter knob has been removed to replace the lever. Taycan’s dashboard-mounted shifter. It’s weird in design and placement, but like most electronic gearshift levers, you’re bound to get used to it.
To its right is the latest Porsche Communication Management (PCM) infotainment system, which has been featured on the Taycan, 911 and Panamera. System more Colorful compared to Cayenne’s previous PCM, with icons that are easier to distinguish at a glance, but the overall user interface concept is largely the same. That includes the column of menu icons that are permanently docked to the left of the standard 12.3-inch touchscreen, including an icon for quickly entering and exiting Apple CarPlay.
Sadly absent from our test car is the new optional 10.9-inch passenger display. Unlike the screen offered on the Taycan, this touchscreen allows passengers to operate the navigation system or watch streaming video (from something called Screenhits TV), while a polarizing filter ensures that the driver cannot see what is displayed. Having a TV in the dashboard can be nice, but in our previous experience, focusing too much on other touchscreen controls, especially during sportier driving moments, is a pain. recipe for noise.
Other tech upgrades include an ubiquitous USB-C port and a powerful 15-watt smartphone wireless charger that’s cooled to prevent your phone from burning out. Optional adaptive cruise control now includes a driver-assisted Evasion Assist system that assists with steering and braking at speeds between 31 and 93 mph. It also includes a new Turn Assist function that prevents you from turning left when it detects a potential collision with oncoming cars.
Final interior equipment is the 911’s multifunction sports steering wheel that includes a rotary actuation mode switch and a dedicated toggle to select functions for both IP and the available windshield display. available. No need to dive the touchscreen.
All told, the 2024 Cayenne doesn’t make a huge difference from the car it replaces, but it probably would have it if it had been completely redone. This is the Porsche we are talking about, the epitome of revolutionary car development. Most people probably can’t say a year 2010 boxer or 911 in addition to a brand new one. Of course, when the fourth generation Cayenne really comes out with an all-electric powertrain, now that thing will be a revolution.
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