2020 Porsche Cayenne Turbo S E-HybridJil McIntosh EUGENE, Oregon Among alternative powertrains, plug-in hybrids (PHEVs) sit halfway between conventional hybrids and fully-electric vehicles. And now, Porsche has one that sits above everything else at the top of the pack.Porsche has already unveiled the Cayenne E-Hybrid, a six-cylinder plug-in version of the newest generation of its largest sport-ute. But it now juices up the Cayenne Turbos 4.0L V8 with battery power to create the new Cayenne Turbo S E-Hybrid. While the six-cylinder Cayenne E-Hybrid makes a maximum of 455 horsepower and 516 lb-ft of torque, the Turbo S E-Hybrid puts out 670 horsepower and 663 lb-ft of torque when gas and electric work together, taking it from zero to 100 km/h in just 3.8 seconds.Its similar to what the company did with its Panamera models, adding electric motors to its V6 and V8 engines, and making a hybrid the most powerful version in the lineup. This marks the second generation of a Cayenne hybrid, and the first with an available V8 engine.Those power numbers are key here. Among mainstream models, most buyers who go for a PHEV do so for the fuel savings. But according to Porsche, while its customers appreciate it when they dont have to stop at the pumps as often, thats mostly a side benefit to the extra performance. Its not like these buyers need be overly concerned with fuel costs, either. The V6-powered Cayenne E-Hybrid starts at $93,000, while the V8-powered Cayenne Turbo S E-Hybrid, which goes on sale early next year, begins at $182,200 for the regular SUV body style, and at $187,100 for the Cayenne Coupe (which, despite the name and the abbreviated-roof styling, has four doors).A PHEV is basically a conventional hybrid, but with extra battery capacity. After its been plugged in and charged, it can run solely on electricity. When the stored charge runs out, it reverts to gasoline-electric hybrid operation, self-charging its battery as it does. The electric-only portion is relatively short this Cayennes official numbers havent been released yet, but expect it to be around 40 km but unlike a fully electric vehicle, once it runs out of stored electricity, a PHEV will continue to run as long as it has fuel in the tank.I was able to drive the V8 in comparison with the V6 version. The Turbo S E-Hybrids standard features include dynamic chassis control, electro-mechanical active anti-roll bars, carbon ceramic brakes, torque vectoring, and an electronic locking rear differential; inside, theres a full leather interior (including the dash) and 18-way sport seats. My ride was optioned with 14-way massaging seats instead, and with extra-charge rear-wheel steering. All of these features, except for the locking rear diff, can be added to the V6-powered hybrid. Both versions come standard with air suspension. The visual differences between the hybrids and their non-electrified siblings are minor: mostly a badge, and an extra fuel door on the rear flank where the plug goes. The Turbo S E-Hybrids calipers are finished in eye-searing acid green, but this can be deleted to stock yellow at no charge.To say the V8 version is quick is like saying water is wet. The E-Hybrids acceleration can make your jaw drop; the Turbo S E-Hybrid knocks it off its hinges. The engine itself makes 541 horsepower, while the electric motor contributes 134 horsepower. Its sandwiched in between the engine and the eight-speed automatic transmission. I didnt get a chance to experience it, unfortunately, but Porsche claims a top speed of 295 km/h.As a rule, most PHEVs use up their stored power first, running exclusively on electricity until the charge runs out. The Cayennes charge can be held in reserve, which is a nice touch if the first part of your drive is on the highway, which chews up power in a hurry; you can save it and then use it on city streets. But in the name of performance over fuel-pump penny-pinching, the gas engine will kick in to give you the full experience if youve punched the throttle hard, even if youve specified electric operation. The Cayenne uses regenerative braking to build up its hybrid reserve, but in Sport drive mode, the engine recharges the battery and keeps it at a minimum level so that when you want to punch it, youll get the full force of electricity and gasoline working together. The effect is even stronger in Sport Plus mode, and its possible to build the battery level back up for another round of electric-only driving, even when the vehicle hasnt been plugged in.The Cayenne always impresses with how athletic it is, and my ride held the curves with ease. Its steering is laser-sharp, and its air suspension and anti-roll bars keep it flat and planted on the corners. The optional rear steering turns the rear wheels slightly in tune with the front tires at higher speed to tuck everything in, while at lower speeds they turn the opposite way for tighter-space maneuverability.But while Im probably
Origin: First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
Cayenne
First Drive: 2020 Porsche Cayenne Coupe
2020 Porsche Cayenne CoupeDavid Booth GRAZ, Austria — Enough with the Bah, humbug’, already. Purists started this anti-Cayenne caterwaul back in 2002 when Porsche first made clear its intention to leap into the SUV market; Porsche is 911, was the refrain, and anything that deviates from such Swabian purity was deemed travesty. The naysaying only got more strident when, eight years later, the Panamera made its debut. Awkward was the politest thing most Porschephiles had to say about the company’s first four-door sedan, the purists even more worried that Stuttgart was drifting further away from their 911 rear-engined ideal. And yet, thanks to coffers filled by dilettantes buying badges, the 911 is, if anything, stronger than ever, available in ever more variants with ever more power and even, incredible that such a thing is even possible, even more mind-altering handling. Rather than diminished, the 911 has prospered in this age of less than pure Porsches. And yet the wailing and moaning has begun anew, the Cayenne again this source of ire, only this time it’s the new sporty “Coupe” version for which the aficicandoes are predicting all manner of catastrophe. “Totally pointless” says one commenter; Ugly ruminates another (dozen). It all seems rather futile. For one thing, if Porsche wasn’t willing to backtrack 17 years ago before the Cayenne became a smash success, it sure as shootin’ isn’t going to now that it is. Secondly, the Coupe, although listed as a completely new model, is amazingly close in design to the standard Cayenne, enough so that CNET admonished us to think of it not as a new model but more like a “styling package” in Cayenne’s extensive option range. And thirdly, the thing is quite attractive (certainly more so than BMW’s awkward X6), the rear looking like a melding of original Mercedes CLS roofline with an SUV torso. From a certain profile — rear three-quarters is my favourite — the Cayenne Coupe may be the best-looking Porsche this side of 911. To paraphrase one of the greatest slogans of modern day activism — We’re here. We’re queer (looking). Get used to it! Traditionalists really need to get over themselves. On the technical side, there’s now a choice of three stonking engines for the Coupe; the base 3.0-litre V6, that great honking turbocharged 4.0-litre V8 and a new 2.9L twin-turbocharged V6. The sweetheart of the trio is the 2.9-litre twice-turbocharged V6 in the Cayenne S . Basically the Audi RS5 engine plunked into Porsche’s SUV, its 434 horsepower is good enough to scoot the 2,050-kilogram S to 100 kilometres an hour in five seconds flat. Like the RS’ed Audi, it also sounds the part, its sharp-edged exhaust note pure European sports, uhm, car. There’s more than enough power especially mated to the eight-speed Tiptronic automatic and, more importantly, it’s eager to rev. This is one of the finest drivetrains in the Volkswagen/Audi/Porsche empire and fits perfectly with what I think is the Cayenne Coupe’s sporty intent. Of course, if you want maximum urge, there’s always the Cayenne Turbo Coupe, its 4.0-litre V8 pumping out 542 horses. That’s good enough for a truly impressive 3.9 seconds to 100 klicks and, if you have access to German autobahns or Italian autostradas, 286 km/h. It’s truly a healthy beast. But, to my mind, it sounds too American — at least to my ears — and weighs a seriously hefty 2,200 kilos. As entertaining as all that urge can be, if you can do without the badge, the S is really the way to go. The base 3.0-litre V6, meanwhile, is really mom-mobile motivation. It sports 335 horses and 332 pound-feet of torque, which is more than enough to move the (in this trim, 2040-kilo) Cayenne to the local flea market, but not nearly enough to imbue such a large SUV — especially in supposedly sportier Coupe format — in true Porsche fashion. For all you traditionalists still bristling that Porsche has slid sideways into minivandom, the base version, though sportier than any Caravan, is your one serious argument. As for Porsche’s legendary handling, the new S Coupe holds up its end, especially if equipped with the available Sports package that includes a carbon-fibre roof (reducing weight by a whopping 21 kilograms) and positively gargantuan 22-inch wheels (mounting 315/30ZR22 Pirelli PZeros in the rear and almost as massive 285/35ZR22s in front. The steering is almost sports car-like with a fine balance between steering weight and feel, minimal roll and exemplary turn-in. No, the S Coupe is not a 911, but it feels measurably lighter than its 2,050 kg and tons more agile than BMW’s X6. The top-of-the-line Turbo, meanwhile, feels noticeably heavier, and most of that heft, thanks to the bigger motor, felt in the front. Indeed, on some slippery, rain-soaked Austrian switchbacks, we had a couple of “moments” in the Turbo that were not apparent in the better-balanced S model. Not that the Turbo is bad, but if you’re buying a Cayenne Coupe for traditional Porsche
Origin: First Drive: 2020 Porsche Cayenne Coupe
SUV Comparison: 2019 BMW X5 vs. 2019 Porsche Cayenne
Welcome to Dude Said, Punk Said — a special series devoted to skewering the automotive ramblings of young punk Nick Tragianis with the infinite wisdom of old dude Brian Harper. This week, the duo squabble over determining if the BMW X5 xDrive 50i or the Porsche Cayenne S is the superior luxury sport-ute. Brian Harper: Timing, so goes that hoary old proverb, is everything. Twenty-five years ago, the thought that two iconic German automakers — BMW and Porsche — would deign to add sport-utility vehicles to their product lineup would have been laughable. Yet, whether astute analyses of future consumer trends or horseshoes up their respective corporate butts, BMW’s decision to enter the upscale SUV segment in 1999, followed by Porsche three years later, was indeed prescient — in Canada, the Cayenne is Porsche’s best seller; the X5 is second only to the X3 as top dog for BMW. For 2019, both companies introduce refreshed versions of their SUVs. And we have lined up a pair to compare, very closely equal in power and as close to a price match as we could arrange. The topline X5 xDrive 50i ($102,700 as-tested) comes with a 456-horsepower, turbocharged 4.4-litre V8. The mid-level Cayenne S ($120,010 as-tested) counters with a 434-horsepower, 2.9L twin-turbo V6. Both engines are hooked up to eight-speed automatics. Both five-seat SUVs are within 10 millimetres of being the same length. Both have features and content coming out the wazoo. In short, this is going to be a very interesting comparison. Yet, and I think you’ll agree, kid, the two don’t follow the same path when it comes to this decidedly upscale sport/luxury SUV segment. Nick Tragianis: Why yes, both the Cayenne and the X5 interpret the upscale sport-ute formula very differently. Let’s start with the Porsche, shall we? True to the crest on the steering wheel, the Cayenne drives as well as you expect it would — it’s bloody fast, making very quick work of highway on-ramps. And in the same breath, it behaves well in stop-and-go traffic, the eight-speed automatic operating smoothly and nearly invisibly. Shame about the gear selector, though — shifting between Drive and Reverse can be finicky, resulting in some less-than-graceful attempts at parking. Despite its size, the Cayenne handles incredibly well. Steering is swift, and on particularly tight on- and off-ramps, body roll is well-controlled. It belies the fact that it’s a huge SUV. Road manners are mostly on point, too — wind and road noise barely make it into the cabin, and it only takes the roughest of rough pavement to truly upset the Cayenne. My only nit-pick in this department, though, is with the sunroof. Even going just 60 km/h creates a fair bit of truly irritating wind buffeting. Regardless, the Cayenne shows its true colours fairly quickly, at least in terms of outright driving dynamics. What about the X5? BH: You forgot to mention the Cayenne’s optional rear-axle steering, which really makes it handle like a much smaller vehicle, Still, dynamically speaking, the fourth-generation X5 knows its way around a twisting road as well. Is it as sharp as the Cayenne? No, the primary reason being it tips the scales at a decidedly hefty 2,420 kilograms — 400 more than the Cayenne! So, while its turbo V8 has the punch to actually pip the Cayenne S from rest to 100 km/h — 4.7 seconds versus 4.9, according to the respective manufacturers — its extra avoirdupois is definitely felt in the corners … and at the pumps, particularly city driving. Those wanting as close to a sports car driving experience as can be achieved in a mid-sized BMW SUV should wait for the X5M to arrive; the xDrive50i is more a balance of sport, luxury and utility. And as a family hauler, the X5 is available as a seven-seater — though only in the six-cylinder xDrive40i flavour. But each luxo-ute was well optioned out; the $16,000 Premium Excellence package for the X5, and the $9,650 Premium Plus package for the Cayenne. Which of the two wins the battle of the bling? <img
Origin: SUV Comparison: 2019 BMW X5 vs. 2019 Porsche Cayenne
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