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 checklist 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 known 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 automobiles (no S) have traditionally been positioned a notch under the Turbo S fashions. On paper, then, it seems like a downgrade. Nonetheless, the brand new Turbo E-Hybrid provides extra energy (it’s probably the most highly effective Cayenne thus far) 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 financial system. In comparison with the outgoing Turbo S E-Hybrid, there’s a brand new electrical motor built-in into the eight-speed automated 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. Forged 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 pretty much 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, maintain a watch out for greater 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, patrons will discover a GT Bundle on the checklist of choices. It consists of wider wheels, a selected suspension system, and carbon ceramic brakes, amongst different performance-oriented options. This package deal is not going to be provided in the USA for an excellent motive: We’ve the Turbo GT. This non-electrified, enthusiast-friendly super-SUV is not accessible in quite a few nations (together with Germany, sarcastically) attributable to emissions laws, so the GT Bundle is a comfort prize.
Carmakers are more and more dividing hybrid expertise into two classes: methods developed for optimum effectivity and methods developed for optimum efficiency. The effectivity group pledges allegiance to pioneers like the unique Toyota Prius; the efficiency group idolizes fashions just like the limited-edition 918 Spyder. Push the “begin” button on the left aspect of the steering wheel, flick the little razor-shaped gear selector into “Drive” (this change is likely one of the adjustments Porsche made to each Cayenne for 2024), and also you may assume the Turbo’s views are aligned with the Prius. It glides round city whereas operating completely on battery energy, delivering the kind of clean, silent, and utterly sterile driving expertise you discover in lots of mid-range electrical automobiles. It’s not sluggish, however it’s not Turbo-quick, both.
Whereas an official vary determine isn’t accessible 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) because of the brand new battery, which is a pleasant profit for patrons planning on utilizing their SUV to commute. As a substitute of ready for the vary gauge in entrance of me to show a zero, nevertheless, I flip the drive mode dial positioned on the correct aspect 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 a giant, heavy automotive can transfer so shortly. It virtually defies physics. Giving the Turbo mannequin a spot on the 700-plus-horsepower desk reinforces the impression that Newton can 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 a giant position 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 increase, 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 prompt torque. Put one other manner, attending to 60 mph from a cease feels fast and linear in equal measures.
On the freeway, the Cayenne Turbo is correct in its ingredient. 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 price beeping and buzzing about. It’s clean, comfy, and straightforward 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 elective 10.9-inch show embedded into the dashboard instantly 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 advised me. From the driving force’s seat, you may’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 observe on the outskirts of Barcelona, Spain. It’s a roughly 2.6-mile-long circuit with two lengthy straights the place you may drive flat-out and quite a few elevation adjustments that require utilizing the braking system’s full energy. I do know we’ve received the ability, and the 16.5-inch (!) entrance rotors counsel we’ve received the brakes as nicely. These are the usual metal brakes; the checklist of choices will embrace the Porsche Carbon Ceramic Brakes (PCCB), although a spokesperson for the corporate advised me the system probably received’t be provided at launch attributable to provide points.
One remaining 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 permit you to 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 fast, well-weighted steering makes it straightforward to position the entrance wheels precisely the place you need them.
The $1,280 rear-wheel steering system additional improved my take a look at automotive’s potential to sort out tight bends at excessive speeds. The system additionally works wonders on winding roads, on the freeway by enhancing stability, and round city by decreasing the turning radius. It’s an choice price paying for.
On the best way again to Barcelona in rush-hour site visitors, I’m reminded in no unsure phrases that I’m driving a hybrid. Whenever you step on the brake pedal, the Cayenne balances the motor’s regeneration perform and the hydraulic brakes in no matter manner makes probably the most sense to its digital mind. It’s clean 95% of the time, however you typically 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 – advised me it’s regular, however 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 may’t inform the 2 aside. It turns into extra animated as soon as the V6 wakes up, however it doesn’t deliver the backdrop to life the best way you’d count on a 500-plus-horsepower SUV to. That’s to not say that it’s sluggish, it’s faster than a scorching hatch, however it doesn’t really feel as full of life as its specs sheet suggests. It evokes you to punch it once you merge onto the freeway to zip instantly into the left lane, to not take the lengthy, twisty manner residence from the workplace. From the best way the exhaust sounds to the best way it behaves round a nook, it feels nearer to the consolation aspect of the spectrum than its V8-powered sibling, although it’s not all the best way 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 checklist of ordinary 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, nevertheless, that means the driving force faces a 12.6-inch curved instrument cluster that doesn’t have a visor, a “begin” button positioned on the left aspect 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 gear and driving expertise perspective, the S E-Hybrid is positioned because the extra good selection within the E-Hybrid vary, not because the fanatic’s alternative. It’s for individuals 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 value $100,750 and $105,650, respectively, together with a $1,650 vacation spot cost. Choosing the Turbo E-Hybrid mannequin bumps these figures to $148,550 and $153,050. Deliveries are scheduled to start out 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 financial 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 through the improvement course of, and it bodes nicely for future additions to the model’s vary (take into account the Panamera is due for an replace). As for the brand new S, it offers hybrid-minded patrons the mid-range choice that’s been lacking till now.