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Porsche introducing new plug-in Cayenne S E-Hybrid SUV; third plug-in from Porsche

24 July 2014

The new generation of the Cayenne will enter the market later this year in five versions: Cayenne S, Cayenne Turbo, Cayenne Diesel, Cayenne S Diesel and—in a world premiere—the Cayenne S E-Hybrid, the first plug-in hybrid in the premium SUV segment. The introduction of this model, together with the Panamera S E-Hybrid (earlier post) and the 918 Spyder, will give Porsche three production plug-in hybrid models. (Although, with a US MSRP of $845,000, the 918 Spyder (earlier post) is a little out of the range of what we might consider a volume production model.)

The new plug-in Cayenne S E-Hybrid is displacing the Cayenne S Hybrid (a parallel full hybrid introduced in 2010) from the line-up—as the Panamera S E-Hybrid did to the older Panamera hybrid. The Cayenne S E-Hybrid shares most of the plug-in powertrain components of the Panamera S E-Hybrid.

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Quick specs for the new Cayenne S E-Hybrid and the Panamera S E-Hybrid. Click to enlarge.

The new Cayenne S E-Hybrid has a lithium-ion traction battery with an energy capacity of 10.8 kWh, which enables an all-electric driving range of 18 to 36 km (11 to 22 miles), depending on the style of driving and route topography. The power of the electric motor was more than doubled from the previous Cayenne S Hybrid—from 47 hp (34 kW) to 95 hp (70 kW)—resulting in an all-electric top speed of 125 km/h (78 mph). The combined fuel consumption is now 3.4 l/100 km (69 mpg US), with 79 g/km CO2. Electricity consumption is rated at 20.8 kWh/100 km (208 Wh/km).

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Cayenne S E-Hybrid. Click to enlarge.

Combined with the 3.0-liter supercharged V6 (333 hp, 248 kW), a total system power of 416 hp (310 kW) at 5,500 rpm and a total system torque of 435 lb-ft (590 N·m) from 1,250 to 4,000 rpm is available. This enables driving performance on the level of a sports car: zero to 62 mph in 5.4 seconds and a top speed of 243 km/h (151 mph).

The traction battery can be charged from the electric power grid or while driving. Porsche Car Connect is standard on this vehicle, and allows the driver to pull relevant vehicle data from a smart phone.

All new Cayenne models feature an improved “auto stop-start function plus” and optimized thermal management. Active air flaps are now being used for the first time in the Cayenne models. They are located behind the center air intake and are controlled by engine management. They are opened or closed according to the specific driving situation and cooling demands. This allows them to adjust the air volume that is available for cooling. When they are closed they improve aerodynamics, which reduces air drag and thereby improves fuel economy.

The Cayenne Diesel features a 3.0 liter, turbocharged V6 engine producing 240 hp (179 kW) at 3,800 to 4,400 rpm and 406 lb-ft (550 N·m) of torque, from 1,750 to 2,500 rpm. With this output, the car can accelerate from zero to 62 mph in 7.2 seconds, and achieve a top speed of 135 mph.

The new 3.6-liter twin-turbo V6 engine of the Cayenne S, which was developed entirely at Porsche develops a maximum power of 420 hp (313 kW) at 6,000 rpm—a gain of 20 hp. The car’s torque of 406 lb-ft (550 N·m) is available from 1,350 to 4,500 rpm (gain of 37 lb-ft).

The previous power density of 83 hp per liter engine displacement was increased to 117 hp (gain of around 40%). With its standard eight-speed Tiptronic S transmission, the Cayenne S accelerates from zero to 62 mph in 5.2 seconds (5.1 seconds with the optional Sport Chrono package) – 0.4 seconds faster than the previous Cayenne S. The vehicle’s top speed is 160 mph.

The Cayenne Turbo features a 4.8-liter engine with eight cylinders and biturbo boost, resulting in engine power of 520 hp (382 kW) at 6,000 rpm. Torque is 750 N·m from 2,250 to 4,000 rpm. This lets the Cayenne Turbo accelerate from zero to 100 km/h in 4.5 seconds (4.4 seconds with the optional Sport Chrono package). Its top speed is 279 km/h (173 mph). Fuel consumption is 11.5 to 11.2 l/100 km (20 to 21 mpg US), for 267-261 g/km CO2.

Porsche introduced the first generation Cayenne in 2002. More than 276,000 first generation vehicles were produced (2002 to 2010), and around 303,000 units of the second generation, which was introduced in 2010, have already been produced so far.

In its latest version, Porsche designers gave the Cayenne an even sharper design with precise lines and purposefully placed light-refracting edges. Entirely new are the design of the front body, the front wings and the hood. Also new are the airblades—air fins on the right and left of the vehicle’s front end efficiently guide cooling air to the intercoolers and also make a visual statement.

The new Cayenne will launch in the US market on 1 November 2014. MSRP for the new models in the US are:

  • Cayenne Diesel: $61,700
  • Cayenne S: $74,100
  • Cayenne S E-Hybrid: $76,400
  • Cayenne Turbo: $113,600

July 24, 2014 in Hybrids, Plug-ins | Permalink | Comments (2) | TrackBack (0)

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Interesting, but I hope Porsche will take a different approach for their Macan PHEV next year, than this Cayenne PHEV replicating the improving but still "bad" PHEV approach of the Panamera PHEV last year. Here again, they wrongly set the PHEV on top of the highest 6xCyl Supercharged ICE engine, making it end at above sky prices > 100K Euro ... where there are no PHEV fans left, and finally it's only used as an extra Turbo for the main engine that in real facts will be used all the time here, since the all EV mode is just "ridiculous" for a Porsche : < 100 HP or 70KW power on such a large SUV or >2 Tons..., and a still far too small # 11 KWH battery requiring at least 2 x charges per day to make my 50M daily local commutes, hence that will last only 5 years if a good 3000 x cycles model is used here ...
This is just not good enough for PHEV prospects like me, whose main target is to do all their 50M per day local commutes in a comfortable/sporty full EV mode that should provide >200HP and more importantly a minimum 15KWH usable battery for only one charge per day, or far better 30KWH (Like in the very small pure EV AutoLib in Paris that cost a third of this car) that allow one charge every 2 x days for more convenience and to make sure a good 3000 x cycles battery can last more than 10 years when used that way. Since local commutes are 80% of my yearly mileage, this full EV mode needs to be a Porsche one, which this one is not, unless always combined with ICE Engine of course.
Then ICE could be reduced to 4 x cylinders, not turbo, if used on only 20% of mileage with a better full-EV mode. Ref. Model should be the Audi TT OffRoad concept presented in China this spring, just put that in a Macan, keeping same 4xCyl, plus key dual Electric motors totaling 120KW # 160HP, and just stretching the battery from 12KWH usable to 30KWH for 100M per charge ideally, or at least to 15KWH "usable" for 50M per charge, then price the resulting Macan "mainstream PHEV" 4xCyl + PHEV at same Euro 60K starting price of std 6xCyl today in Europe, so final price with all options and taxes ends same Euro 75K .... that I budgeted for my next car in 2015, and it'll be my 1st Porsche ever. Forget the > Euro 100K for the Macan PHEV please ...

Very nice price for the Cayenne S E-Hybrid when compared to the Cayenne S. It shows that plug-in technology makes more sense for high end vehicles >400 hp than for low end vehicles <200hp. The Cayenne S is comparatively expensive because of that 420hp motor. Use a smaller gasser and make up for the lost power by adding an electric motor and this new power-train is not much more expensive as the savings from using a smaller (mass produced) gasser can largely pay for the extra cost of adding batteries and an electric motor.

However, Porsche's Cayenne will get serious competition from Tesla's Model X when it arrives a few months later in the US market. The Model X will start at about 80,000 USD for the long range 85kWh version. The model X will be faster than the Cayenne hybrid and might even beat the Cayenne Turbo so it is a much better barging in my opinion. Also Model X will have less noise and vibration and better handling because of its extremely low gravity point and 4WD. Can't wait to see the EPA ratings for both the Cayenne S E-Hybrid and the Model X.

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