porsche cayenne
porsche cayenne hybrid
Nikita Gudkov, 20 hours ago. Photos of Drive and Porsche Company
The Cayenne E-Hybrid is much more expensive than the Cayenne S: from 6,934,000 rubles to 6,521,000. In the Russian market, both “in the base” are equipped with air suspension.
The main thing is the letter “E” at the end of the German registration plate. With the approval of municipalities, it provides access to public transport lanes and gives the right to park for free. In addition to electric vehicles, it is possible to obtain such numbers for rechargeable hybrids, if the power reserve reaches 40 km. Cayenne E-Hybrid is exactly that: to drive without an exhaust to 44 km, it needs to stand at a ten ampere outlet for almost eight hours.
In most EU countries, it is exempt from taxes, and in London it is still free to call at the center, because CO2 emissions, depending on the tires, are only 72-78 g / km. According to the passport. And after my nightly charge, the power reserve indicator shows 36 km. “Turn on the ignition” means only to light the green inscription Ready in the flap – by default the Cayenne E-Hybrid starts on a clean electric traction.
Porsche hybrids are distinguished by the fluorescent-green color of the plates and brake calipers (six-piston front, four pistons at the back). Without extra charge, the color of the calipers can be replaced with black, white (for mechanisms with PDCB coating) or yellow (in the case of ceramics).
I cut down all possible consumers of electricity (measurements for the NEDC cycle are also done without an air conditioner). However, heavy rain forced the use of janitors. The empty flat roads of the French Camargue park are an ideal environment for eco-rally. Part of the extinct because of the rain town, part of the highway at speeds of 70-90 km / h, I drive up to the start of the gasoline engine 25.4 kilometers. It already looks like the truth.
Specifically, there is no hybrid decor in the cabin. The basic position of the mantle under the right-hand spoke is indicated by the letter “E”, implying a start on electricity. The modes of maintaining the charge and replenishing the battery in motion are switched on only through the touch screen.
The inflated “six” with a capacity of 340 forces – the same as the usual Cayenne – as soon as it intercepts the initiative of the electric motor, this does not calm down. In normal mode, designated Hybrid Auto, Porsche does not attempt to charge the battery. Let’s wait, say, a rosette. If very necessary – there are sub-modes E-charge and E-hold for intensive charging or maintaining a charge.
On a flat highway and speeds around 90 km / h the battery will be filled in about an hour and a half. In sports modes, the generator also works more – there amp-hour supply is needed to help with accelerations. In any case, by the evening, the value of fuel consumption increases from magical 0.0 l / 100 km to 11 and a half.
Quick access to the hybrid submenus gives the touch button Hybrid on the tunnel. The indication of the electric path reserve can be displayed both on the flap and on the navigational chart in the form of a color zone.
Even with the introduction of the new certification cycle WLTP since September, plug-in hybrids will still be in a winning position, although the expense and emission rates will increase. Since the beginning of production of hybrid versions of Cayenne in 2010, their share of sales has increased from 5 to 12%, and I believe the trend will continue. Especially when, by analogy with Panamera, the fastest Cayenne will appear in the Turbo S E-Hybrid version.
Both rear fenders are equipped with hatches: in the right – refueling, in the left – charging. Large wheels (up to 22 inches in diameter) are also available for the hybrid, and there is no off-road package.
If the very first, not yet recharged, the Cayenne Hybrid by the standards of the Porsche was traveling ugly, then the current E-Hybrid is distinguished from the petrol versions by the sensations it is almost impossible. Weak still the place is the work of the brakes. Although the moment of transition from regenerative braking to hydraulic is completely flattened, it sometimes feels like an effortless jump in the pedal force. But among the hybrids this is probably the best setting. Experience and technology are worked out both on the superstar 918 Spyder, and on Panamera, where the “active” pedal stop is also implemented, which prompts the moment when the engine is switched on during acceleration.
Decoration and spaciousness of the cabin from the transition to a hybrid configuration have not suffered, and acoustic comfort has even improved, because the internal combustion engine is less likely to work.
Although the “S” letters of the hybrid Cayenne are no longer there, it corresponds to the gasoline “esque” dynamics: five seconds to a hundred, a spirited acceleration from any speed without a hint of a hitch when connecting and disconnecting the engine. A fully-controlled chassis with air suspension and active shock absorbers (there was no other on the test) was also tuned in the spirit of the collected Cayenne S. The extra 310 kilograms of electricians did not affect the handling and the ability to “screw in” in turns easily. And the smoothness of the course became better: all types of irregularities are smoothed more noble – this is the most comfortable Cayenne.
Instead of dokatki – traction battery and cable. Inductive charging Porsche rejects: heavy, unsafe, inefficient, not so easy to use. With a basic inverter (3.6 kW) from a 32-amp Cayenne network, four hours are charged.
It is a pity that it is still quite noisy. The bus rumble dominates, and it is especially obtrusive when driving on a quiet electric traction. The layout and convenience of the cabin are unchanged. The lithium-ion battery reduced the trunk by 125 liters, displacing the dock. Under the floor, only the charging cable is placed, allowing charging for 2.3 hours from a 32-amp three-phase network. However, to use it, you need an optional inverter of twice the power (7.2 kW).
Heavy machine with a complex power plant for driving properties almost does not differ from the usual versions. This allows Europeans to choose that Cayenne, which meets their economic and social preferences, without losses in the drive.
Without the possibility of daily charging from an external source, the E-Hybrid is not needed. Therefore, being present in Russian price lists, the hybrid Cayenne attracts tens of customers a year from the power, like the similar Panamera. And no benefits – except that the tax in Moscow is 15 thousand less: you pay as for the base Cayenne, and not for the “esque”. A surcharge of more than 400 thousand rubles relative to the S version – a waste of purely image … Thus, having become acquainted with the main variants of Cayenne, we are waiting for the main version – the only diesel remaining in the Porsche line.
Passport data
Porsche Cayenne E-Hybrid
Body
| Body type |
station wagon |
| Number of doors / seats |
5/5 |
| Length, mm |
4918 |
| Width, mm |
1983 |
| Height, mm |
1696 |
| Wheelbase, mm |
2895 |
| Track front / rear, mm |
1680/1673 |
| The equipped weight, kg |
2295 |
| Gross vehicle weight, kg |
3030 |
| Luggage space, l |
645-1610 |
Power point
| Internal combustion engine, type |
gasoline with direct fuel injection and turbocharging |
| Location: |
front, longitudinally |
| Number and arrangement of cylinders |
6, V-shaped |
| Number of valves |
24 |
| Working volume, cm³ |
2995 |
| Max. power, hp / rev / min |
340 / 5300-6400 |
| Max. torque, N • m / rev / min |
450 / 1340-5300 |
| Electric motor, type |
synchronous, with permanent magnets, with external rotor |
| Location: |
between the gasoline engine and the gearbox |
| Max. power, hp / rev / min |
136/2800 |
| Max. torque, N • m / rev / min |
400 / 100-2400 |
| Max. power plant power, hp / rev / min |
462 / 5250-6400 |
| Max. torque of the power plant, N • m / rev / min |
700 / 1000-3750 |
Transmission
| Transmission |
automatic, eight-step |
| Drive unit |
permanent full |
Chassis
| Front suspension |
independent, pneumatic, double lever |
| Rear suspension |
independent, pneumatic, multi-link |
| Front brakes |
disk ventilated |
| Rear brakes |
disk ventilated |
| Tires front / rear |
255/55 R19 / 275/50 R19 |
| Ground clearance, mm |
132-245 |
Operational characteristics
| Maximum speed, km / h |
253 |
| Acceleration time from 0 to 100 km / h, s |
5.0 |
| Combined fuel consumption, l / 100 km |
3.4 |
| Toxicity rate |
Euro-6 |
| Fuel tank capacity, l |
75 |
| Fuel |
AI-95-98 |
| Traction battery capacity, kW • h |
14.1 |
| Power reserve on electric traction, km |
23-44 |
Equipment
The “third” Cayenne is built on the MLB Evo platform (two-lever front and multi-link rear), originally designed for hybrid versions. Adaptive shock absorbers, three-chamber air suspension, active anti-roll bars, working in the 48-volt network, composite brakes or cast iron with tungsten carbide coating – all this is available on the E-Hybrid version. Service 12-volt battery – also lithium-ion, located under the right seat. Transmission – with electronically controlled multi-plate clutch in the drive of the front axle. Under normal conditions, most of the torque goes to the rear wheels.
In the previous generation, the E-Hybrid was a Cayenne S model, and now it’s “just Cayenne.” Nevertheless, the electric motor became more powerful by 43%, and the total power of the power plant increased by 46 hp. and at 22 hp. Exceeds the power of the current gasoline “Eski”. The clutch drive located between the ICE and the electric motor is now electromechanical, and not electrohydraulic – for faster and more accurate operation. The operating voltage of the traction network is 382 V. On a clean electric power, the Cayenne E-Hybrid can accelerate to 135 km / h, and a speed of 60 km / h is achieved in 6.3 seconds versus 4.7 in the combined mode. The declared electricity consumption is 20.6-20.9 kWh / 100 km.
The traction battery cells are unified with hybrid Panamers, but are enclosed in the original case. Compared to the previous generation of hybrid Cayenne, the capacity of the battery increased by one third with the same weight of 138 kg and the same size. The key to success is the denser layout of prismatic lithium-ion sections of Samsung, and the new achievements of chemists. In reality, of about 14.1 kWh, about 11 kWh is used (the range is from 15 to 95% of the charge). At 30-degree frost, a separate liquid thermostating system warms the battery to an initial operating temperature of about -5ºC for half an hour. The estimated service life, for which the battery degrades by 20%, is 10 years or 160 thousand kilometers.
Differences in the power plants of the Cayenne E-Hybrid all-terrain vehicle and the Panamera E-Hybrid hatchback are few. The petrol engine 3.0 V6 has one turbocharger instead of two, and the place of the “robot” ZF was taken by the eight-step hydromechanical “automatic” – Cayenne needs off-road confidence and the ability to carry a 3.5-ton trailer.
History
Initially, the Porsche Cayenne Hybrid was shown to journalists in 2007 (pictured). In the body of the first generation Cayenne, a 288-volt nickel-metal hydride battery was installed, and a 46-strong electric asynchronous motor-generator between the V6 petrol engine and the “automatic”. Much attention was paid to the work of all systems that had previously been powered by a working internal combustion engine: power steering, vacuum brake booster, air conditioner and so on. In the series, the car went only in 2010, already with a change of generations, called the Cayenne S Hybrid.
After just four years, the hybrid version was substantially redesigned. There was a possibility of recharging from the network (plug-in), and the battery became lithium-ion. The claimed range of electric traction is from 18 to 36 km. The power of the electric car has grown to 95 hp, and the total capacity of the power plant has reached 416 hp. against 380 hp in the first generation of the hybrid. Produced from 2014, the car was named Cayenne S E-Hybrid.
Behind the scenes
Judging by the guides, we were in the interesting places of Provence: Montpellier, Arles, Avignon … Alas, nothing could be seen. Partly because of the usual schedule of “running-jogging,” and also – because of heavy rain from morning to night, deprived and the ability to shoot a video about the car.
