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.
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 ºC 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.
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.
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.
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.