The fourth-generation Porsche Cayenne has made its debut, officially named the Porsche Cayenne Electric, thus denoting that the latest model emerges from the outset as a battery-electric model.
Built upon an updated version of the Premium Platform Electric (PPE) architecture that also underpins the second-generation Macan, the latest generation of the Cayenne will be sold alongside the existing, internal combustion-engined Cayenne.
Measuring 4,985 mm long, 1,980 mm wide and 1,674 mm tall with a wheelbase of 3,023 mm, the latest, E4-generation Cayenne is 55 mm longer than its ICE-powered predecessor (E3 Cayenne: 4,930 mm long, 2,194 mm wide (incl. mirrors), 1,685 mm tall), and the growth in its wheelbase brings gains of 130 mm more rear seat legroom. Luggage capacity ranges from 781 to 1,588 litres, with a 90 litre front luggage compartment. Depending on equipment, the Cayenne Electric can tow up to 3.5 tonnes.
Two variants of the fourth-generation Cayenne are available from debut; the base Cayenne Electric, and the Cayenne Turbo Electric, both featuring dual-motor, all-wheel-drive powertrains.
The base Cayenne Electric offers 408 PS in normal operation, and up to 442 PS and 835 Nm with launch control activated, making it capable of 0-100 km/h in 4.8 seconds and a top speed of 230 km/h.
The Turbo also packs a dual-motor powertrain, albeit a setup with 857 PS in normal running, and up to 1,156 PS and 1,500 Nm with launch control activated. This enables the Cayenne Turbo Electric to attain 0-100 km/h in 2.5 seconds, 0-200 km/h in 7.4 seconds and a top speed of 260 km/h.
Both variants of the Cayenne Electric get a newly-developed, 113 kWh battery with double-sided cooling, and this offers up to 642 km of range (WLTP) in the Cayenne Electric and up to 623 km (WLTP) in the Cayenne Turbo Electric. The fourth-generation model’s 800-volt electrical architecture enables DC charging at up to 390 kW, or up to 400 kW under specific conditions.
With DC charging, a 10-80% state of charge can be attained in under 16 minutes, while a 10-minute charge yields an additional 325 km of range in the Cayenne Electric, or 315 km in the Cayenne Turbo Electric. The latest generation of the Cayenne is also the first Porsche to support inductive charging, at up to 11 kW.
Officially called the Porsche Wireless Charging floor plate, the 50 kg device doesn’t require an accompanying wallbox or control unit to function. It also occupies a small footprint, measuring 117 cm long, 78 cm wide and six cm tall. To charge, the driver just needs to park the Cayenne over the floor plate, and engage the parking brake for inductive charging to begin.
The Cayenne Electric boasts of Formula E levels of energy recuperation, up to 600 kW, and about 97% of all braking operations can be handled purely by the motors’ regenerative braking, says Porsche. In terms of friction braking equipment, the Cayenne Turbo Electric can be optioned with the Porsche Ceramic Composite Brake (PCCB) brake specification.
Porsche claims that the Cayenne Electric is among the most aerodynamic SUVs in its class, with a drag coefficient of 0.25. This is aided by an active aerodynamics system that uses movable cooling flaps in the nose, an adaptive roof spoiler, and in the case of the Cayenne Turbo Electric, active aeroblades at the rear of the vehicle.
In terms of chassis, the Cayenne Electric gets adaptive air suspension as standard; both variants can be optioned with rear wheel steering, while the Cayenne Turbo Electric gets the PTV Plus limited-slip differential as standard, and may be optioned with the Porsche Active Ride active suspension system.
The cabin of the Cayenne Electric is also where a marked departure from its predecessor is demonstrated, with a dashboard layout that now features the Flow Display, a curved OLED unit that blends from the dashboard into the centre console.
This is joined by a 14.25-inch OLED driver’s instrument display, and an optional 14.9-inch passenger display. Also optional is a head-up display with AR technology, offering a view representing an 87-inch display area at a distance of 10 m ahead of the vehicle.
While the interface is touchscreen-intensive, buttons and controls for frequently-used functions such as air-conditioning and audio volume are analogue. A hand rest on the centre console has been developed for the driver to be able to operate both digital and analogue elements ergonomically, even in “particularly dynamic driving situations,” says Porsche.
The fourth-generation Cayenne brings a new level of personalisation to the nameplate, according to the manufacturer; the customer may choose from 13 standard colours, nine wheel designs ranging from 20 to 22 inches in diameter, 12 interior combinations, and five interior packages. The Porsche Exclusive Manufaktur division offers even more scope for personalisation.
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The porsche’s SUV design is leaning towards Lexus now, no more original taste
Cool design and features, only one problem…
It is only in EV form……sad
Porsche should add PHEV or ICE on the same platform. Look at Taycan resale value and sales of new Macan, both really nice cars, but only offer in EV form.
it is really beautiful. if only money is not an issue, everyone should have one in his/her garage.
didnt expect germany able to produce such a powerful EV finally they might have the firepower to challenge china EVs . too bad this wont sell well because cpc cars will be half the price of this cayenne
Manufacturer’s seem to be losing the plot. Instead of concentrating on range and lowering weight, they’re giving us more power and heavier cars.
weight and range are contradictory metrics, with more range requires more batteries then add heavier weight.
Why does it look like zeekr at the back…