Porsche will switch its flagship model — the Cayenne crossover — to battery power in 2027.
Meanwhile, the sports car maker is broadening the nameplate’s lineup with plug-in hybrid offerings.
The 2024 Cayenne S E-Hybrid, available in coupe and crossover body styles, will be the third electrified Cayenne model when it arrives in the U.S. in spring.
The midsize crossover will start at $100,750, while the coupe launches at $105,650. Both prices include shipping.
The third-generation Cayenne is likely the final internal combustion engine version. Production is expected to end in early 2029, according to AutoForecast Solutions.
The Cayenne is Porsche’s second-bestseller after the Macan compact crossover, accounting for 8,911 U.S. sales in the first half of this year.
The new Cayenne variant, which slots between the E-Hybrid and the performance Turbo E-Hybrid PHEV models, delivers on the attribute that Porsche buyers crave — power, said Ryan Kirchner, new-vehicle sales manager at Porsche Main Line near Philadelphia.
The S E-Hybrid “fills the power gap,” Kirchner said. “Porsche wants its customers to be able to build their dream car, so that means having several variants to fit individual preferences.”
The Cayenne S E-Hybrid targets the Porsche customer seeking affordable performance, relatively speaking. The top-of-the-line V-8 twin-turbo-powered Turbo E-Hybrid carries a nearly 50 percent premium with its $153,050 starting price.
The newest Cayenne PHEV is aimed at consumers who find the E-Hybrid variant too tepid and the Turbo E too much, said Ivan Drury, insights director at Edmunds. He said the variant risks cannibalizing sales of the more aggressive and even the standard Cayenne hybrids.
“But in true Porsche fashion, the S E-Hybrid offering allows Porsche’s picky customer base to have their Cayenne in any flavor that best suits their needs,” Drury said.
The S E-Hybrid has a high-power three-liter V-6 turbo engine, compared with a V-8 on the gasoline-powered equivalent. The PHEV’s 348-hp engine is paired with a 174-hp electric motor, delivering a combined output of 512 hp and 553 pound-feet of torque. That power propels the crossover from 0 to 60 mph in 4.4 seconds, and it reaches the quarter-mile marker in 13 seconds, a tenth of a second quicker than its nonhybrid twin-turbo V-8 counterpart.
Kirchner said the absence of a V-8 is unlikely to tap the brakes on adoption of the new hybrid model. “I don’t think it will hurt demand because those are different customers,” he said.
The S E-Hybrid is powered by a 25.9-kilowatt-hour battery mounted below the trunk. An 11-kilowatt on-board charger can juice up the vehicle in about 2.5 hours with a Level 2 charger on a 240-volt circuit. While Porsche has not disclosed EPA estimates on the S E-Hybrid’s electric-only range, the base E-Hybrid with a similar-sized battery goes about 55 miles with zero emissions based on European test cycles.
The crossover rides on an adaptive air suspension system with a new two-chamber, two-valve technology as standard equipment. According to Porsche, it allows separate compression and rebound settings adjustments, improving comfort and handling. The suspension also reduces dive and squat motions when accelerating and braking.
Porsche is upping value by including more bells and whistles as standard equipment, including 20-inch wheels, high-definition LED headlights, and an exhaust system with two twin tailpipes in brushed stainless steel.
Standard interior features in the S E-Hybrid include eight-way seats and stainless steel pedal pads. Optional features include a new air quality system that filters particles and hazardous substances.
The latest PHEV carries over a new driver-focused concept blending digital and analog worlds that debuted in the Cayenne this summer.
New dashboard elements from Porsche’s electric Taycan fastback include a free-standing, curved 12.6-inch digital instrument cluster and a revamped center console. A multifunction steering wheel, introduced in the latest-generation Porsche 911, puts driving mode controls and instrument cluster display settings within easy reach.
The Cayenne’s gear selector is moved to the right of the steering wheel, making space for a large air-conditioning controller on the center console. The vertical air outlets ditch their traditional louvers.
An optional 10.9-inch passenger display takes the fun beyond the driver’s seat. Passengers can use the touch screen to operate the navigation system or select media content. Screen-dimming technology prevents the driver from viewing the passenger screen.