AutoElectric Vehicles2024 Porsche Cayenne E-Hybrid first drive: Huge tech upgrade, same class-leading driveA major facelift to the third-gen Cayenne gives Porsche’s SUV a significant but well-judged tech upgradeWhen you purchase through links on our site, we may earn an affiliate commission.Here’s how it works.
AutoElectric Vehicles2024 Porsche Cayenne E-Hybrid first drive: Huge tech upgrade, same class-leading driveA major facelift to the third-gen Cayenne gives Porsche’s SUV a significant but well-judged tech upgradeWhen you purchase through links on our site, we may earn an affiliate commission.Here’s how it works.
A major facelift to the third-gen Cayenne gives Porsche’s SUV a significant but well-judged tech upgrade
When you purchase through links on our site, we may earn an affiliate commission.Here’s how it works.
(Image credit: Porsche)
(Image credit: Porsche)
It’s what’s on the inside that counts. That’s the lesson learnt after spending a day with the new Porsche Cayenne.
The car arrives at a slightly awkward time for Porsche, as the third-generation Cayenne had started to feel its age but with the all-electric version still a couple of years away. So instead of an all-new, fourth-generation Cayenne, Porsche has given us a heavy refresh of the current model.
From the outside you’d be hard-pressed to tell the difference – the changes are mostly concentrated around the headlines and bumpers – but inside it really is all-new.
(Image credit: Porsche)
(Image credit: Porsche)
The secondary infotainment screen is an optional extra, as it is in the electric Macan, and is cleverly covered in a special film that means only the front passenger can view it. This means they can play DJ, tinker with the navigation or even stream video, while the screen appears blank when viewed from the driver’s seat. A second climate control panel installed ahead of the rear seat passengers is an optional extra.
(Image credit: Future)
(Image credit: Future)
With a full charge the Cayenne began its day with an indicated 42 miles of electric range. This fell gradually during a morning of spirited driving across sweeping Northumbrian roads, the drivetrain smartly calling on the battery for extra shove when required, or shutting down the engine when it wasn’t needed. The startup and shutdown of the V6 is often barely noticeable, unless you look out for the sudden rise or fall of the rev counter. The car made sure its electric range never fell below five miles, so there’s always a bit left if you want to go full-EV. Or you can ask it to stop using the battery at any time and save its electrons for later. Porsche says the battery fills from empty in 2.2 hours using an 11 kW home charger.
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Switch from normal to Sport or Sport Plus drive modes and the hybrid Cayenne reaches 62 mph in 4.9 seconds. Claimed top speed is 158 mph. It feels plenty quick enough in the real world, and what especially impresses is its overtaking performance; Porsche claims a 49 to 74 mph (80 to 120 km/h) time of just 3.1 seconds. Trundling countryside traffic is passed with ease.
Th big Porsche’s handling is a joy. Rear traction was occasionally limited when exiting tight junctions on wet and greasy roads, but otherwise the Cayenne felt properly planted. It’s long been said that Porsche’s SUVs are the most enjoyable to drive; the sportiest in their price range, but without compromising on ride quality. The new Cayenne continues this trend with aplomb.
(Image credit: Porsche)
(Image credit: Porsche)
It’s genuinely enjoyable to drive along a quick, challenging road and you soon forget you’re driving a full-size SUV. It feels much smaller than it actually is, with accurate steering and an uncanny ability to change direction and ride bumps without the boat-like wallowing you might expect from a car this big. What I’m trying to say is, it still feels every bit a Porsche, with a sporting dynamism that comes across as both composed and enjoyable. The active air suspension – a £1,760 option on the Cayenne I drove – is surely helping here, and also means you can firm things up in the sports modes if you want to.
Other must-have options fitted to this particular car include rear-axle steering (£1,325), 14-way comfort front seats (£819), leather interior (£2,565) and a panoramic roof (£1,509).
Porsche has always known how to charge for extras, but here I reckon you can get away with chucking well under 10 grand after the initial 80 to get the car you want. With that electric assistance you really don’t need any extra performance, so spend your money on the toys instead.
(Image credit: Future)
(Image credit: Future)
My day with the Cayenne also included some off-roading, but I suspect even myMazda MX-5would emerge unscathed from the same few miles of gravel tracks.
It wasn’t so much a test of the Porsche’s off-roading prowess as it was an opportunity to take some nice photos, but it’s still good to know the Cayenne has a suite of off-roading modes to cater for gravel, mud and snow. Wading depth is 250 mm on the standard suspension or 280 mm if you pay for the active air setup. Fine, but it’s worth remembering that a Land Rover Defender can swim through 900 mm before drowning, and that the Cayenne has always been more about sport than utility.
Back to the road now and time to dig deeper into the new tech. It’s aesthetically a very smart interior; one that just about manages to stay luxurious without looking stark, and I can’t emphasise enough how happy I am that Porsche has fitted physical climate controls.
(Image credit: Porsche)
(Image credit: Porsche)
The infotainment system is a pleasure too. Sharp, clear and responsive to your taps and swipes, it’s a decent effort and one that is easy to navigate. You’re still going to plug youriPhonein and use that instead, but at least the option not to is there.
(Image credit: Porsche)
(Image credit: Porsche)
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