Yahoo Autos 2024 Porsche Cayenne Turbo E-Hybrid First Drive Review: The other 700 club
BARCELONA, Spain – There have been fewer street-legal Porsche models with at least 700 horsepower than you’ll find cylinders in a 911. The list includes the 911 GT2 RS (700), the Taycan Turbo S (750), the 918 Spyder (887) and … that’s it. Until now, that is. Welcome to the club, Cayenne.
Porsche rejigged the Cayenne range for 2024. It made comprehensive updates inside and out, it axed the Turbo S E-Hybrid model, and it released a new trim called Turbo E-Hybrid that’s powered by a 729-horsepower gasoline-electric hybrid drivetrain built around a twin-turbocharged 4.0-liter V8. Further down in the hierarchy, there’s a new S E-Hybrid model that uses the same hybrid guts as the Turbo.
Those well-versed in Porsche-speak will know Turbo cars (no S) have historically been positioned a notch below the Turbo S models. On paper, then, it looks like a downgrade. However, the new Turbo E-Hybrid offers more power (it’s the most powerful Cayenne to date) and quicker acceleration than both the outgoing, non-hybrid Turbo and the newly-retired Turbo S E-Hybrid. Let’s crunch numbers.
Power comes from an evolution of the familiar 4.0-liter V8 that’s twin-turbocharged to 591 horsepower and 590 pound-feet of torque. Compared to the eight-cylinder in the previous Turbo, the revised engine features single-scroll turbochargers and a 350-bar fuel injection system to deliver better fuel economy. Compared to the outgoing Turbo S E-Hybrid, there’s a new electric motor integrated into the eight-speed automatic transmission that’s linked to a larger, 25.9-kilowatt-hour lithium-ion battery pack, and Porsche added an 11-kilowatt charger. The updates made to the hybrid part of the drivetrain amount to more electric range and faster charging.
The system’s total output checks in at 729 horsepower and 700 pound-feet of torque, enough to unlock a 3.5-second sprint from zero-to-60 mph and a top speed of 183 mph. For context, the old Turbo was rated at 541 horsepower and 567 pound-feet of torque, while the now-retired Turbo S E-Hybrid posted figures of 670 and 663, respectively. Cast in this light, the S emblem missing from the hatch becomes a moot point.
Will some form of Turbo S come back? Porsche wouldn’t tell me, so your guess is as good as mine.
Porsche also fitted an electric brake booster, its Torque Vectoring Plus (PTV) system and an adaptive air suspension system with two-valve technology to increase the range of both comfort and performance. None of this is immediately visible, so if you want to tell the Turbo E-Hybrid from any of the other Cayenne variants, keep an eye out for bigger air intakes added to the front bumper, specific exhaust outlets, and 21-inch wheels. Both the standard Cayenne and the Coupe version are eligible to receive the Turbo E-Hybrid treatment, too.
In some markets, including Europe, buyers will find a GT Package on the list of options. It includes wider wheels, a specific suspension system, and carbon ceramic brakes, among other performance-oriented features. This package will not be offered in the United States for a very good reason: We have the Turbo GT. This non-electrified, enthusiast-friendly super-SUV is no longer available in numerous countries (including Germany, ironically) due to emissions regulations, so the GT Package is a consolation prize.
Carmakers are increasingly dividing hybrid technology into two categories: systems developed for maximum efficiency and systems developed for maximum performance. The efficiency team pledges allegiance to pioneers like the original Toyota Prius; the performance team idolizes models like the limited-edition 918 Spyder. Push the “start” button on the left side of the steering wheel, flick the little razor-shaped gear selector into “Drive” (this switch is one of the changes Porsche made to every Cayenne for 2024), and you might think the Turbo’s views are aligned with the Prius. It glides around town while running exclusively on battery power, delivering the type of smooth, silent, and completely sterile driving experience you find in many mid-range electric cars. It’s not sluggish, but it’s not Turbo-quick, either.
While an official range figure isn’t available as of writing, Porsche claims that the Turbo can run on electric power for much longer than the previous E-Hybrids (even at freeway speeds) thanks to the new battery, which is a nice benefit for buyers planning on using their SUV to commute. Instead of waiting for the range gauge in front of me to display a zero, however, I turn the drive mode dial located on the right side of the steering wheel to select the Sport driving profile and awaken the V8 from a long nap.
Every time I drive a higher-end Cayenne, I’m surprised at how such a big, heavy car can move so quickly. It almost defies physics. Giving the Turbo model a spot at the 700-plus-horsepower table reinforces the impression that Newton would be a bit puzzled if he sat in the back seat: this roughly 5,700-pound SUV is a full half-second quicker from zero to 60 mph than a 911 Carrera. The hybrid system plays a big role in unlocking the type of acceleration we expected from a supercar a decade ago. The twin-turbo setup needs time to spool to full boost, so the engine doesn’t deliver its peak torque output until 2,400 rpm. The electric motor eliminates the slight lag you’d feel below 2,400 rpm by blasting the driveline with instant torque. Put another way, getting to 60 mph from a stop feels quick and linear in equal measures.
