If you were concerned about the bread-and-butter Cayenne also being somewhat polarizing because of its advanced powertrain, don’t be. You can drive this model anyway that pleases you, from hypermiling for EV range to maximum attack, and feel satisfied in all cases. And there are driving modes to suit each, from E-Power (all electric), to Hybrid Auto (max efficiency), to the self-explanatory Sport and Sport Plus. Porsche’s newest, most hilarious party trick is on offer here, too: the Sport Response button that gives you a 20-second window with all variable vehicle settings switched automatically to “pass-that-guy mode.” I love it.
The battery-laden Cayenne does carry a few more pounds than its ICE-only counterparts. The curb weight of 5,060 pounds is nearly 700-lbs heavier than the base Cayenne, or about 600 more than the similarly priced and powered Cayenne S. But handling, at least on curvy roads, doesn’t seem to suffer much. The E-Hybrid is really planted and happy on long sweepers, with agility enough to tackle aggressively twisted roads with grace, too. Both of the test vehicles I drove were equipped with the optional active air suspension, which did a phenomenal job of staying stiff in a hard corner, without punishing the driver when cruising on the highway.
View photos 2019 Porsche Cayenne E-Hybrid: First Drive View photos 2019 Porsche Cayenne E-Hybrid: First Drive
The electromechanical power steering with a 12.2:1 ratio (with the optional rear-axle steering) is more than fast enough to respond rapidly to inputs, but it’s still not my favorite Porsche tiller. Yes, it’s fitting that the SUV get slightly duller, more filtered steering than a
Cayman, but I was left wanting just an iota more communication from the wheel.
Another complaint must be lodged against Porsche’s invocation of its lane-keep assist tech here, which felt more aggressive in correcting the steering wheel than I’d like, and was accompanied by a noise straight out of a 1980s arcade console (like a laser beam ripping through an enemy starfighter… but less cool and more annoying).
And, while I really love the look of the 12.3-inch, glossy infotainment screen (and its readiness for Apple CarPlay, if not Android Auto), and the use of the navigation system, finding the menu to turn off the bothersome advanced safety systems was a small chore. Of course, that’s a comment about the great feature-richness of the Porsche Advanced Cockpit system as much as it is a complaint.
View photos 2019 Porsche Cayenne E-Hybrid: First Drive View photos 2019 Porsche Cayenne E-Hybrid: First Drive View photos 2019 Porsche Cayenne E-Hybrid: First Drive View photos 2019 Porsche Cayenne E-Hybrid: First Drive
Porsche was crowing about other new Cayenne luxury features, like a full-color head-up display and massaging seats, but, sadly, neither were available on any of my test vehicles. (We’ll be sure to give the shiatsu chairs a full review when we get a loaded car through the
Motor1.com office, never fear.)
Generally speaking, however, this Cayenne has a lot more appeal to someone shopping for a quick luxury SUV than it might to “traditional” Porsche enthusiasts. The quiet cabin is plush without being overly designed. There’s great leather and quality touchpoints accenting a cabin that feels tech-y, but also less button-heavy, than the last-gen version of the vehicle. This is a modern, roomy space, with a big boot and just about every optional amenity imaginable. Well suited, in other words, for the needs of buyers in this $80,000 to six-figure price category.
Oh, and while its hybrid nature is mostly hidden within the same great, taught SUV lines of every other new Cayenne, it does have those rad acid-green brakes. Even your
Tesla Model X-owning neighbors will eventually cotton on to the fact that you’re driving a battery-electric and a Porsche.
View photos 2019 Porsche Cayenne E-Hybrid: First Drive
With a plug-in powertrain, a sub-five-second sprint, and a price tag around eighty grand, this Cayenne doesn’t actually have much in the way of natural competitors. The Tesla Model X 75D is close in terms of price ($79,500) and performance, but obviously is all-electric and with far greater zero-emissions range than the Porsche.
Mercedes-Benz does a GLE 550e that comes close on the specs, albeit a little bit slower to accelerate, and with a nearly $13,000 price advantage. And, while BMW makes an electrified X5 xDrive40e, that car’s 2.0-liter engine and $63,750 starting price put it into a different class. Perhaps most importantly, none of those new-fangled utility vehicles come with a Porsche crest on the hood – an item which carries a cachet that is still hard to replicate.
It used to be the middle of a model range was reserved for popular, but pretty average, versions of vehicles. With the wildly advanced, capable, and flexible Cayenne E-Hybrid, Porsche is proving that notion is about as old fashioned as the simple internal combustion engine.
2019 Porsche EngineTurbocharged 3.0-Liter V6 MotorPermanently excited synchronous machine w/ external rotor BatteryLithium-Ion 14.1 Kilowatt Hours Output455 Horsepower / 516 Pound-Feet Transmission8-Speed Automatic Drive TypeAll-Wheel Drive 0-60 MPH4.7 Seconds Top Speed157 Miles Per Hour Weight5,060 Pounds Fuel EconomyTBD EV Range27 Miles (est.) Charge Time2.33 Hours (best) Seating Capacity5 Towing7,716 Pounds Cargo Volume22.8 / 56.9 Cubic Feet Base Price$79,900
Source : https://sports.yahoo.com/2019-porsche-cayenne-e-hybrid-125801545.html
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