Technically, the Cayenne S Hybrid is not exactly the first of its kind - Porsche presented a fully functional hybrid version of the first-generation Cayenne three years ago. Based on the entry-level model, the engineers at Weissach stuck an electric motor next to the V6 engine and a compact nickel-metal-hydride battery in the space normally reserved for the spare wheel. It cut the regular Cayenne's 8.1 seconds for the century sprint by half a second, and improved its fuel consumption from 7.8km/l to 10.2km/l.
Earlier this year, the production hybrid Cayenne was finally launched, alongside the rest of the newly revamped Cayenne line-up. While the prototype had a 3.6-litre V6 engine coupled to the electric motor, the production car has a 3.0-litre supercharged V6 (sourced from Audi), apparently for reasons of heft and efficiency.
Positioned between the Cayenne and the Cayenne S, the Cayenne S Hybrid is ideally suited for those who wish to continue with their indulgence in SUVs without feeling the guilt.
Earlier this year, the production hybrid Cayenne was finally launched, alongside the rest of the newly revamped Cayenne line-up. While the prototype had a 3.6-litre V6 engine coupled to the electric motor, the production car has a 3.0-litre supercharged V6 (sourced from Audi), apparently for reasons of heft and efficiency.
Positioned between the Cayenne and the Cayenne S, the Cayenne S Hybrid is ideally suited for those who wish to continue with their indulgence in SUVs without feeling the guilt.
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Outside it
If you ask around, you'd find that most people thought that the outgoing Cayenne is not much of a looker. Sure, it's dynamically capable but let's be frank, how many cars are sold based on their performance and handling capabilities? At best, its exterior styling has been described as an oversized 911 on stilts.
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Porsche has clearly taken these criticisms to heart. The overall design of the new Cayenne looks sleeker and lower. Up front, it still has the design cues from the 911 such as the raised fenders, complete with the obligatory daytime running lights, but there are now elements of the Panamera present, most notably in the design and shape of the headlamps. At the rear, the new tailgate design gives the car a leaner look, though the new wraparound LED tail lights might seem a tad bulky.
With the exception of the range-topping Turbo (which gets 19-inch wheels), this new SUV gets 18-inch wheels as standard. Porsche knows that its Cayenne needs huge wheels to look good, and this is why it offers optional wheels of up to 21 inches in diameter. On our tested Cayenne S Hybrid, it wears a set of 19-inch alloys.
Unlike what it may appear to be, the new Cayenne is actually slightly larger than the old car in all directions. The wheelbase has been increased (from 2,855mm to 2,895mm) for increased rear space.
Impressively, there is no accompanying weight increase, thanks to the use of lightweight materials. Porsche claims that the new car weighs up to 185kg lighter than the respective previous models. Nonetheless, the test car still tips the scales at a rather substantial 2,240kg, no thanks to its hybrid system.
With the exception of the range-topping Turbo (which gets 19-inch wheels), this new SUV gets 18-inch wheels as standard. Porsche knows that its Cayenne needs huge wheels to look good, and this is why it offers optional wheels of up to 21 inches in diameter. On our tested Cayenne S Hybrid, it wears a set of 19-inch alloys.
Unlike what it may appear to be, the new Cayenne is actually slightly larger than the old car in all directions. The wheelbase has been increased (from 2,855mm to 2,895mm) for increased rear space.
Impressively, there is no accompanying weight increase, thanks to the use of lightweight materials. Porsche claims that the new car weighs up to 185kg lighter than the respective previous models. Nonetheless, the test car still tips the scales at a rather substantial 2,240kg, no thanks to its hybrid system.
Inside it
Climb in and you'll notice straight away that the new interior styling has been heavily influenced by the Panamera, most evident in the sloping centre console with its multitude of buttons. Not only is the cabin stylish but also very classy and well put together -definitely a huge step up from the almost utilitarian cabin of the outgoing Cayenne.
The electrically adjustable leather seats offer ample support for both the driver and front passenger, and the ideal seating position is never more than a few clicks away. Being a Porsche, both the front seats can be set really low, not unlike in a sports car bearing the famed badge. The rear seats now slide forward and back, and even have adjustments for the backrests - a major criticism of the previous Cayenne.
Space is more than adequate up front, and the good news is, there is good head and leg room at the rear even for three. The luggage compartment offers 580 litres of storage space, 90 litres less than the regular Cayenne as a result of space saver spare tyre being stored vertically on the right side of the boot (due to a nickel metal-hydride battery being stored under the boot floor). Folding the rear seats expand it to 1,690 litres.
Climb in and you'll notice straight away that the new interior styling has been heavily influenced by the Panamera, most evident in the sloping centre console with its multitude of buttons. Not only is the cabin stylish but also very classy and well put together -definitely a huge step up from the almost utilitarian cabin of the outgoing Cayenne.
The electrically adjustable leather seats offer ample support for both the driver and front passenger, and the ideal seating position is never more than a few clicks away. Being a Porsche, both the front seats can be set really low, not unlike in a sports car bearing the famed badge. The rear seats now slide forward and back, and even have adjustments for the backrests - a major criticism of the previous Cayenne.
Space is more than adequate up front, and the good news is, there is good head and leg room at the rear even for three. The luggage compartment offers 580 litres of storage space, 90 litres less than the regular Cayenne as a result of space saver spare tyre being stored vertically on the right side of the boot (due to a nickel metal-hydride battery being stored under the boot floor). Folding the rear seats expand it to 1,690 litres.
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Driving it
Underneath the aluminium bonnet lies a 3-litre supercharged V6 engine that puts out 333bhp and 440Nm. Yes, in case you are wondering, it is the same unit found in the Audi S4. It is paired with a 47bhp electric motor to give the Cayenne S Hybrid a combined total of 380bhp and 580Nm.
Under gentle acceleration, this hybrid SUV can be driven purely on electric power at speeds of up to 60km/h, but truth be told, it is not that easy to achieve without incurring the wrath of our impatient fellow road users.
For quicker acceleration, the electric motor will work together with the V6 lump to propel the car. Under normal driving conditions and braking, the nickel metal-hydride battery, a part of the hybrid system, is charged up, storing the energy for acceleration and green (electric) motoring.
Coupled to an eight-speed auto, this hybrid Cayenne requires just 6.5 seconds for the 0-100km/h sprint, a truly respectable figure for a 2.2-ton SUV. Thanks to the supercharger and the electric motor, responses are near instantaneous, making the Cayenne S Hybrid livelier than it should be. The car switches seamlessly between petrol and electric power electricity, so much so that it feels not unlike a conventionally fuelled SUV.
Underneath the aluminium bonnet lies a 3-litre supercharged V6 engine that puts out 333bhp and 440Nm. Yes, in case you are wondering, it is the same unit found in the Audi S4. It is paired with a 47bhp electric motor to give the Cayenne S Hybrid a combined total of 380bhp and 580Nm.
Under gentle acceleration, this hybrid SUV can be driven purely on electric power at speeds of up to 60km/h, but truth be told, it is not that easy to achieve without incurring the wrath of our impatient fellow road users.
For quicker acceleration, the electric motor will work together with the V6 lump to propel the car. Under normal driving conditions and braking, the nickel metal-hydride battery, a part of the hybrid system, is charged up, storing the energy for acceleration and green (electric) motoring.
Coupled to an eight-speed auto, this hybrid Cayenne requires just 6.5 seconds for the 0-100km/h sprint, a truly respectable figure for a 2.2-ton SUV. Thanks to the supercharger and the electric motor, responses are near instantaneous, making the Cayenne S Hybrid livelier than it should be. The car switches seamlessly between petrol and electric power electricity, so much so that it feels not unlike a conventionally fuelled SUV.
Both the seventh and eighth ratios of the ultra-smooth eight-speed auto are pure overdrive gears to keep the revs down for both fuel economy (this SUV boasts an average fuel consumption of 8.2 litres per 100km) and occupant comfort. Its top speed of 242km/h is achieved in sixth gear.
As a result of the extra weight it carries around, the Hybrid feels slightly less nimble and slightly more numb than its petrol-powered brethren. Steering, for a Porsche, is less than sharp but it still fares better than some of its rivals out there. Where it shines is in its ride comfort - it is noticeably more pliant and cosseting than its predecessor, even when shod with larger wheels.
Conclusion
The Cayenne S Hybrid slots in neatly between the entry-level Cayenne V6 and the V8-powered Cayenne S. Though it is priced exactly $30k more than the former, it is actually a bargain when you take into consideration its much better performance and fuel economy.
The question is, is it still a proper Porsche? Afraid not, but then again, there's always the S and Turbo.
What do you think? Jot down your opinions at the comment box below.
As a result of the extra weight it carries around, the Hybrid feels slightly less nimble and slightly more numb than its petrol-powered brethren. Steering, for a Porsche, is less than sharp but it still fares better than some of its rivals out there. Where it shines is in its ride comfort - it is noticeably more pliant and cosseting than its predecessor, even when shod with larger wheels.
Conclusion
The Cayenne S Hybrid slots in neatly between the entry-level Cayenne V6 and the V8-powered Cayenne S. Though it is priced exactly $30k more than the former, it is actually a bargain when you take into consideration its much better performance and fuel economy.
The question is, is it still a proper Porsche? Afraid not, but then again, there's always the S and Turbo.
What do you think? Jot down your opinions at the comment box below.
