Test drive: Porsche Cayenne 2019 with Turbo S E-Hybrid version
Porsche Cayenne 2019
Orders are already being accepted: Urus is the main competitor

The puzzle is hard: the 550-horsepower bi-turbocharged “eight” is taken from the regular Turbo, the 136 hp electric motor. and a lithium-ion battery under the boot floor – like the E-Hybrid version. Official website.

A similar power unit is used by the Panamera Turbo S E-Hybrid hatchback and station wagon. Now Panamera with Cayenne for two has ten hybrid modifications. And the Turbo S E-Hybrid is the most powerful and fastest: cumulative power of 680 hp. provides cayenne acceleration to 100 km / h in 3.8 seconds. But the 650-horsepower Urus is still a couple of tenths faster.

Porsche Cayenne 2019
There are no specific differences from other versions in the interior. The Sport Chrono Package is standard equipment. Seats with very pleasant fabric upholstery are also available for pure petrol Cayenne, but in an environmentally friendly and comfortable hybrid they are especially appropriate.

If overnight parking is combined with recharging from the mains, the morning start comes out silent.

Turbo S always “starts” in a purely electric movement, without the pretentious roar of an unheated “eight” 4.0. Due to the wider tires, the claimed range is slightly less than the base hybrid: 40 km for the Cayenne and 43 km for the more streamlined Coupe (NEDC standard).

In fact, everything depends on the conditions. On the first day, with a heat of +36 ΒΊC and speeds of 70–90 km / h with the air conditioner turned on, we managed to silently drive about 22 km. The next day it got colder, and along the slower paths in the Belgian wilderness, the gasoline engine slept for as much as 33 kilometers.

Porsche Cayenne 2019
Added animation of energy flows to the onboard computer. The center screen can be used to enable E-hold or E-charge.

Most of all, the machine is striking in its versatility. It allows you to defile in ecologically verified silence at speeds up to 135 km / h and enjoy a smooth ride.

Depending on the version, the hybrids have added about 300 kg of curb weight, which has a beneficial effect on damping all types of irregularities with three-chamber air bellows and adaptive shock absorbers. There is no trace of the jolt of the regular Turbo, although the base E-Hybrid is still softer.

Even from 150-170 km / h on the unlimited autobahn, the Turbo S E-Hybrid is ready to accelerate, significantly pressing the riders into tight sports seats. The exhaust is pleasant to listen to, especially from the outside, but its volume is not excessive. But the wide tires hum perceptibly, and their noise is perhaps the only drawback of ride comfort.

Porsche Cayenne 2019
Grip sports seats, optional for other versions, are standard equipment for the Turbo S E-Hybrid. The lateral support of the pillow seemed to me excessive. Integrated head restraints slightly reduce rearward visibility.

A hybrid entity has only one complication. In the regular hybrid Cayenne, the brake control is fine-tuned, and the transition from regenerative to hydraulic deceleration is almost imperceptible. However, Turbo S is equipped with composite mechanisms by default, and with them everything is not so simple.

Pressing the pedal with a force above average causes a lack of reaction, then overbraking. The way to get out of the zone of ambiguity is to slow down intensively. For example, squeezing all the juices out of the chassis on a swirling track.

Porsche Cayenne 2019
In the right flap – the filler neck, in the left – the charging plug. The Cayenne charges six hours from a household 10-amp 220 V socket, and 2.4 hours from a 16-amp three-phase network. Control is possible via a mobile application.

And here the Turbo S E-Hybrid is as expected. The rolls are minimal (active stabilizers are included in the standard equipment), the grip is huge, despite the electrical “ballast”, the steering feedback is excellent.

The extra weight seems to have sharpened the feel of the optional rear steering gear. If earlier his interference was not detected in any way, then sometimes it is necessary to correct the trajectory in a fast bend. But in BMW crossovers, not even hybrid ones, the stern steering is more noticeable.

I say yes to the multi-channel flagship. The client may not know about the slightly reduced capacity of the trunk until he is impatient to stick into the spare wheel compartment.

The battery is now housed there. True, the road tax will have to be paid for all 680 hp, although with daily recharging from the mains and short city routes this herd will sleep more often than awake. Well, there is a point that owners of top Porsche models are not used to: Turbo S is no longer the fastest car on this platform.

And those who hoped to get a full-fledged alternative to Urus in his person were left with nothing.


Porsche Cayenne 2019
All hybrid filling is unified with the Cayenne E-Hybrid version. The clutch drive, located between the internal combustion engine and the electric motor, is electromechanical for faster and more accurate operation. The operating voltage of the traction power grid is 382 V. The declared electricity consumption is 18.7–19.6 kW β€’ h / 100 km.
Porsche Cayenne 2019
Traction battery cells are unified with hybrid Panamers, but enclosed in the original housing. Compared to the previous generation of hybrid cayenne, the battery capacity has increased by a third with the same weight of 138 kg and unchanged dimensions. The key to success is a denser arrangement of prismatic lithium-ion sections of Samsung, and new achievements of chemists. In reality, out of 14.1 kWh, about 11 kWh is used (range from 15 to 95% of the charge). In 30-degree frost, a separate liquid thermostat system heats the battery to an initial operating temperature of about –5 ΒΊC in half an hour. The estimated service life, during which the battery degrades by 20%, is 10 years or 160 thousand kilometers.
Porsche Cayenne 2019
The front steering is very β€œshort”: even in the near-zero zone, the gear ratio does not exceed 13.3: 1, and in the presence of a rear β€œrack” – 12.2: 1. The optional rear wheel steering system turns them at an angle of no more than three degrees against five, as in, for example, the Audi A8 soplatform sedan. The gain in the turning circle is about 0.6 m.
Porsche Cayenne 2019
Recoil biturbo-eight 4.0 – 550 hp and 770 N β€’ m (exactly the same for the Panamera Turbo). Compared to the purely gasoline Turbo S of the previous generation, this is 30 “horses” less, but coupled with an increase from the electric motor, the power has increased significantly, from 570 to 680 hp. The total torque added 200 N β€’ m and reached the level of 180 N β€’ m. The minimum design temperature for starting the motor is –28 Β° Π‘.

Behind the scenes

Porsche Cayenne 2019
The Belgian province has left a minimum of memories. On the other hand, the legendary race β€œ24 Hours of Spa” was held near the test drive area on the same days, and very curious cars came across on the roads. Such as the Saab 9-5 of the second (and last) generation, produced in an amount of just over 10 thousand copies. Or convertible Citroen DS, which now costs at least 80-100 thousand euros. He was so fried at the interchanges that I barely caught up with him in a Porsche.

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By Vinceslav

Journalist, writer. I write articles and reviews on equipment such as cars, computers, games. Worked for 6 years in the auto and auto parts business. And all my life I have been engaged in computer technology.

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