Porsche withdraws for his ambitions for electric cars and realizes in the hard way in which the demand for EVs is what it once thought. But that does not mean that Porsche is also half asserting.
The upcoming Cayenne Electric has more than 1,000 hp in turbo form, and it represents a huge step further than Porsche’s earlier EV efforts. We went to the Porsche factory in Leipzig, Germany, to learn everything about this new SUV.
This is the fourth generation Cayenne, the E4 as Porsche calls it, but it will live for years next to gas-driven third-gen. It is the second Porsche model based on the Premium Platform Electric (PPE) architecture of the VW Group after the Macan, but this is not only a larger Macan Electric.
Porsche Packed the Cayenne With a completely new battery design. It is also supplied with an oil-cool back motor for the turbo, a reworked infotainment system and the option of the active suspension system of Porsche Active Ride.
Photo by: Porsche
The new Cayenne follows the Porsche EV development path of increasing performance, while it is also a better electric car. Porsche says that the turbo will be the most powerful production car so far, and given the Taycan Turbo GT 1,019 hp, expects more than that. This large SUV sprints from 0-62 miles per hour in less than 3.0 seconds and from 0-124 mph in less than eight seconds. Total torque exit is a crushing 1.106 pound-foot.
But the Cayenne Turbo is also able to brake up to 600 Kilowatt regenerative; It charges at 400 kW (or about 16 minutes from 10 to 80 percent); Has a battery of 113.0 kilowatt hours that is more energy than the Taycan’s; And promises 373 miles of reach on the (albeit optimistic) European test cycle.
If you talk to engineers, you get the impression that they have searched in every way to stimulate efficiency. The big thing is the battery pack, which throws away a traditional frame and instead are six modules of 32 pocket cells each cut to the vehicle frame, a movement that saves weight and increases the energy density, because there is no separate frame for the battery. There are also small measures, such as moving the cooling fans, instead of behind the radiators.
Photo by: Porsche
The rear engine in the turbo is also particularly interesting. Porsche has designed and uses direct oil cooling on the copper windings to enable higher sustainable performance and larger rain capacities. The design is inspired by that of the Cayman GT4 E-performance concept car, and it is not wrong with what Lucid does with his engines. As previously announced, the Cayenne Electric will also be the first production –V that is able to charge inductive wirelessly, although this will be an optional function.
As far as chassis is concerned, it is not so wrong with the Macan, with a four-left advantage and a multi-link rear axle. Just like his platform size, but unlike the Audi models that also use PPE, the rear engine is “backwards” mounted to guarantee a slightly backward weight bias of 52 percent. Just like the Macan, the Cayenne Electric Single-Speed ​​transmissions uses because the spread of performance and efficiency of the engine does not require the two-speed gearbox of Porsche with two gears on the Taycan.
Porsche Active Ride is adapted from the Panamera and Taycan, and it basically works in the same way. Each damper is connected to an electro -hydraulic engine compunit that regulates the pressure of the hydraulic liquid of the damper. This allows the system to put strength in the body, regardless of the road input, which makes total body control possible.
Compared to the Taycan and Panamera, the Cayenne gets more tube dampers for off-road performance, and some software weaks too. The Cayenne Electric Semi-Active, height-adjustable air suspension with Porsche Active Suspension Management (PASM) will receive adaptive dampers as standard.
Photo by: Porsche
Inside, Porsche also takes a step forward from the Macan. It is of course all known, but the highlight is the new, curved middle screen, which dives down to a palm support. Fortunately, Porsche has also maintained many physical operating elements, and a fast is in a prototype that the user interface is usually Porsche simple.
We are still a few months after the full debut of the Cayenne Electric, so we do not yet have complete specifications or prices. But we have the impressions of passenger seats of a ride around the Porsche Experience Center Leipzig Track. It is not surprising that the Cayenne Turbo Electric is brutally fast and relentlessly accelerates much further than triple figures. But with active ride, the body control and grip are amazing. And because 2/3 of the power comes from behind, you can actually slide the thing around.
Porsche can now be in a difficult situation with EVs, but there is no doubt that it is pushing hard with engineering. Life for clear gravity can become a bit more difficult.
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