How much would you pay for a clean(er) conscience? That’s the question that the 2024 Porsche Cayenne S E Hybrid asks. As a plug-in hybrid electric vehicle (PHEV), it boasts the ability to run about under electrons alone and, when you need it, has an internal combustion engine (ICE) to turn those runabouts into a full-fledged road trip, range anxiety free. As an added bonus, this Cayenne also happens to have more power and be quicker than its ICE-only stablemate.
So, best of all worlds then? Worth an $8,000 upsell?
Powertrain: It should be noted that the upsell we’re speaking about here is over the Cayenne S and its V8 ICE. In bone stock guise, that dino-juice drinking Cayenne will generate 468 horsepower and sprint to 100 km/h in 5 seconds flat. If you option the Sport Chrono Package ($1,260), it will do it 0.3 seconds quicker, which is exactly the same time (4.7 seconds) that the S E Hybrid can muster.
So, all things paper-racing being relatively equal, the powertrain is the one thing that should set the Cayenne S E Hybrid apart. The 130-kW (174 horsepower) motor and 25.9-kWh battery equipped here enable the S E to handle approximately 50 km of driving duties under electric power alone. And should you choose to drive in Hybrid mode, the Cayenne S E will toggle between both motors rather seamlessly.
On my drive home from picking up my fully charged loaner, that meant I could coast along the 401 from Mississauga to about Pickering without having the need (or opportunity) to use a single drop of gasoline. If I hadn’t been stuck in glacial-paced commuter hell, the S E could have sailed along at speeds up to 135 km/h under the e-motor alone – which is impressive stuff – that I never got the chance to experience. Still, it’s not like I suffered… The AC was blowing cold, my back was being massaged and I had tunes to keep me company.
The ICE portion of this hybrid unit is a 3.0 litre, turbocharged, V6 engine that dolls out 348 horsepower and 368 pound-feet of torque. When combined, the complete system is good for 512 horsepower, which is an increase of nearly sixty ponies over last year’s model.
But of course, to experience that “combination” means you need to have some e-juice left in the tank. My slog across the GTA all but depleted my Cayenne’s reserves, so I’d have to wait until things recharged overnight before I could indulge. More on that below.
Exterior: Before we dig into the drive, it must be said that the Cayenne is evolving into a handsome vehicle.
As with all things Porsche, year on year changes are subtle. The headlights are now the Matrix LED units and they look sharp. There are larger intakes up front and the hood, fenders and tailgate have all been tweaked. The result is a more angular and aggressive face with a wider overall presence.
Our tester was slathered in Carrera White Metallic and rode upon 21-inch AeroDesign Wheels. I’m a fan of the paint but the wheels weren’t doing it for me, especially considering their $4,270 ask. Personally, I’d opt for the 21-inch RS Spyder Design hoops and pocket nearly $1,200 as they do a better job of accentuating those exterior changes and keep the focus on performance but hey, you do you.
Interior: Sitting inside a Porsche will always feel special but modern Porsche interiors are now a larger part of that reason than ever before. The Black and Bordeaux leather trimmed cabin of our tester was equal parts luxurious, comfortable and minimalist.
The heated, ventilated and massaging front seats – complete with 14-way adjustability – are the perfect place to while away hours and kilometres alike. These add-on features do come at a price but if you swapped those rims, you’ll be 25% closer to paradise.
The driver’s position can be adjusted to spot on and I reckon that’s regardless of height or body type. The heated GT Sport steering wheel is just thick enough to communicate a sporting intent but not overly so (I’m looking at you, BMW) and pedal placement is basically perfect.
A quick scan around the cabin reveals a new 12.6-inch, curved digital gauge cluster. The five-dial layout is familiar to be sure, but its lack of an analog tachometer undoubtedly caused another grey hair to sprout somewhere on your humble author.
Regardless, Porsche’s inclusion of tactile switchgear goes a long way to keeping me smiling. There is a button or dial for everything that there should be and the 12.3-inch infotainment touchscreen doesn’t dominate attention. This is, quite simply, the new yardstick in terms of automotive interior space: one that is as functional as it is stylish.
Bonus points for Porsche continuing to include those almighty grab-handles on the centre stack of the Cayenne – I’ve loved those since day one.
Infotainment: That touchscreen is both easy to navigate and quick to respond. Both Apple CarPlay and Android Auto worked flawlessly. The display is vibrant in seemingly every angle of the sun and, thanks to those buttons and such, can be largely ignored if you wish.
Most, if not all, of the displays on offer from the infotainment screen can also be toggled into the digital gauge cluster as well.
The Bose Surround Sound system is decent but unless you’ve optioned the Premium Package Plus ($9,790), which it includes amongst many other niceties, I wouldn’t bother with it as a standalone option. There is a 21-speaker Burmester system available that I reckon would be phenomenal (or at least it should be for $7,980), but this Cayenne S E didn’t come equipped.
Drive: Back to the business of driving then…
As mentioned above, my crawl across the GTA had depleted this Porsche’s battery. Worse still, when I went to plug-in back at home it became clear that I’d never get to fully exploit or enjoy that e-motor again – there was no plug (from adapter to wall-socket) included in this Cayenne’s kit.
Working with just that turbo, six-cylinder engine (and a smattering of electrons from re-gen, here and there) the Cayenne S E feels underpowered for its badge. Not only does it have to make do with 68% of the advertised horsepower but now you have to lug around the added weight of the battery and the electric motor.
Certainly, it’s not all about power and acceleration though, and Porsche isn’t exactly known for creating vehicles that trip over themselves in a corner. Even without the extra oomph, the Cayenne S E knows how to throw its weight around while keeping it (mostly) a secret from you and your passengers.
Undulations, bumps, crowned surfaces or dirt roads; nothing seems to upset ride comfort or handling. Top marks to the chassis and suspension boffins.
Conclusion: But with that in mind, I couldn’t help but think I’d rather have the lesser priced, V8 powered Cayenne S. It would sound better (for sure!) feel more athletic (since it weighs less) and it wouldn’t let you down (on power) if you exploited it “too much” or simply forgot to plug it in overnight.
PHEVs can make a lot of sense provided your lifestyle allows you to maximise their all-electric abilities, regardless of the badge on the hood. But if it doesn’t – your commute is further than ideal, there are no plugs at work, your road trip is long enough to zap the battery – you end up hauling dead weight at some point. And dead weight neither helps a driver’s fun factor nor their pocketbook. So, since I still have the choice, I’ll opt to continue living with a dirty conscience and a V8 Cayenne, or maybe spend those saved dollars on carbon offsets – at least until the all-electric Cayenne enters the game sometime next year.