Porsche Cayenne Hybrid 2018. No diesel for the moment, under the hood of the new Porsche Cayenne. In contrast, the plug-in hybrid is gaining ground and becoming almost inevitable. Inherited from the Panamera, the system here reconciles virtue and performance up with a clear pre-eminence for the time.
In principle, the plug-in hybrid should be the best-selling version of the Porsche Cayenne third of the name, just recently renewed. Like his predecessor, by the way. And even if the Diesel comes back in the range (probable), the tax situation of the hybrid should always ensure some success to the latter. For companies, already: the new Cayenne is approved at 72 g / km of CO2, the TVS is only 144 € per year (a classic Cayenne S is penalized more than 4,000 € per year!). As for individuals, the calculation is simple: the Cayenne E-Hybrid starts at € 92,304, or € 2,000 less than the S. In addition impacted by 10.500 € of penalty! This leaves a small envelope to pick from the catalog of options, as always numerous and expensive. We understand that Porsche is counting on a share of about 80% of hybrid for the sales figures of the newcomer.
And then, the Cayenne E-Hybrid already leaves with some sympathy: in luxury SUVs, Porsche is now the only one to offer a 6-cylinder in a hybrid engine. The Range Rover P400e, the BMW X5 or the GLE 350 e are all satisfied with 4 cylinders much less pleasant.
Chrono side: 2.3 tons catapulted
A reading of the data sheet, one understands even better the advantage that can prevail the hybrid face Cayenne S 100% thermal (440 hp). Not only in view of its 3.2 l / 100 km announced, that we know illusory, or its 44 km announced all-electric. Admit... we still traveled 35 km without waking once the V6 which is sufficient in everyday use.
It is especially the performance side that the E-Hybrid impresses, despite its extra 300 kg related to batteries and devices charging system: 5 s to clear the 0 to 100 km / h, 2 tenths better than the S.
No surprise about the mechanics, borrowed from the Panamera 4 E-Hybrid: in this case, the well-known 3-liter V6 (340 hp), rather musical especially if we opt for the sport exhaust that fitted our model, associated with an electric motor of 136 hp. The combined power amounts to 462 hp, as for the sedan. Same for the maximum torque: 700 Nm when both engines operate simultaneously, with an impressive thrust to the key. The least revival is masterful! To reassure: the button Sport Response, at the bottom of the steering wheel, is always present (as on the rest of the range). Except that it activates here an electric boost, and no longer the pre-charge turbos. We are still at Porsche, put a motor electric to a 6-cylinder must above all serve the time!
The engine approval also benefits from the remarkable management of the Tiptronic S, an evolution of the automatic ZF 8-speed gearbox already seen on the Panamera, which contributes to smooth running. No need here for the speed of a dual-clutch transmission, the beefy pair more than compensates for the slight latency that can be found with the most economical Hybrid mode and that disappears completely in Sport or Sport +, the latter being even caricatural in its management, for an SUV of this size. A Cayenne, it is wide. Its vocation, all hybrid is it, remains to evolve on major axes and to enchain long routes motorway.
What's left of Cayenne S?
A little more rigor when the road begins to turn. Fatally, even if its 2,295 kg are perfectly held by the piloted suspension, the slightly firmer calibration results in a comfort less felted on bad road especially in the filtering of large irregularities. Marginal reproach, of course! But by adding less agility (the inertia is felt at a good pace, making 4-wheel steering a highly recommended option) and variations in consistency of the brake pedal(Sometimes you have to worry about the consistency of the brake pedal, which varies depending on the state of charge and the needs for energy recovery), the E-Hybrid can not boast of the remarkable homogeneity of a motorized Cayenne. classic thermal. While looking at rivals dynamically, let's recognize it.
Finally, it will also count with 125 l less for luggage. The double bottom floor being occupied, the volume is reduced to 645L. Still one of the largest in the category, that said. On board, the refinement remains identical to any Cayenne, except for a few details specific to the E-Hybrid: the "acid green" needle of the central rev counter (only instrumentation always anaological), echoing the brake calipers and exterior lettering. Of course, the driving mode management system now includes several sub-menus designed to force the walk in all-electric (E-Power), preserve the battery, or trigger charging via the thermal (attention, the consumption grime then very quickly).
At the pump
The hybrid is above all a clever way to evade the governmental penalty, to enjoy a mechanical approval and performance largely comparable to the Cayenne S. In itself, the interest of the hybrid in terms of energy balance is interesting only in a context of frequent refills (between 7 and 8 am on a domestic socket, 2:30 on a terminal 32A or wallbox). As with all plug - in hybrids, it is possible to travel from home to work without consuming a single drop of gas, and to reserve the 75 - liter range of the tank for weekend trips.
We thus raised 10.5 l / 100 km of average at the end of our test on a rather demanding course, and making the most of the resources of the 462 hp: about 250 km traveled on moderately hilly departmental roads and highway, with a complete load and an extra charge of about 30% during the course.
- Engine approval, performance
- Interesting sobriety
- Tariff position
- Expensive and numerous options
- Feel of braking
Paradoxically, the most techno Cayenne is also the most economical! The table would be even more favorable with at least a good quintal less. That said, performance and preserved engine enjoyment mark the spirit more than its consumption figures. At Porsche, there is no question of sacrificing the time, therefore.