2012 Porsche Cayenne

2012 Porsche Cayenne

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Photos by -Autonet.ca
Shaun Keenan
Published: 02 10 2009

Porsche fuels change

Porsche has sold over a quarter-million Cayenne SUVs around the world since its 2003 launch.

In Canada, several different trims are available ranging from the $57,000 base Cayenne all the way up to the $152,000 Cayenne Turbo S but like every other company, Porsche is looking at future alternatives.

While our American neighbours continue to shun diesel-powered vehicles (current market share figures indicate around one percent), Porsche’s research finds that Canadians are far more willing to make the switch now, though it’s unlikely a Cayenne Diesel will arrive in North America before 2012 (it actually went on sale earlier in 2009 in Australia, South Africa, Russia and some parts of Europe). A source at Porsche Canada has hinted a starting price would be somewhere between the V6-powered Cayenne’s $57,000 ticket and the V8 Cayenne S’ $75,000.

At a glance, it looks the same as its V6 petrol counterpart. However, it features a 240 hp three-litre V6 turbo diesel that makes 405 lb.-ft. of torque at just 2,000 rpm and relies on Porsche’s Tiptronic S six-speed transmission to put it down to all four drive wheels. The 100 litre fuel tank is said to accord a driving range of over 1,000 klicks.

Dr. Michael Leiters, large project leader for Cayenne, says the average combined fuel consumption of this model is 9.3 L/100 km, based on the European driving cycle (NEDC), which is quite good for a 2,240 kilogram (4,493 pound) vehicle that can still scoot from zero-to-100 km/h in 8.3 seconds. By comparison, the base Cayenne—whose 3.6L V6 makes 290 hp and 273 lb.-ft. at 3,000 rpm—covers the same distance just two-tenths-of-a-second quicker. Both models share towing capacity (3500 kg).

On the road, it’s clearly a Porsche - ride quality is top notch and the interior features and amenities are what you’d expect. Engine, wind and road noise are virtually non-existent, though stabbing at the throttle will provoke a growl from the dual exhaust system. There’s a slight delay in throttle response, but nothing scary.

A Cayenne S Hybrid is also a part of Porsche’s desire to reduce its fleet fuel consumption, though Leiters admits hybrids are “still a niche technology.” He points out this prototype is a “full parallel hybrid” vehicle and not a mild hybrid, which is what the majority of other automakers presently offer.

A three-litre V6 direct fuel injected engine comes by way of Audi and is supercharged to offer 333 hp and 324 lb.-ft. of torque through an eight-speed automatic transmission. A 38 kilowatt electric motor is installed directly on the driveshaft with a disengagement lock-up clutch stationed between them that allows electric operation.

The electric motor is paired to a 288-volt nickel metal hydride (NiMH) battery pack tucked under the rear cargo floor. This concept allows the greatest fuel savings on the highway (mild hybrids are more focused on reducing consumption in city traffic) where the Cayenne S Hybrid coasts — or “sails”—at speeds up to 138 km/h without engine intervention. It can also run entirely on electric power at speeds up to 50 km/h.

The heart of the system, the Hybrid Manager computer, controls the interaction between the three main components (combustion engine, electric motor and the battery), monitoring more than three times the data of a conventional ECU.

Similar to an Audi Q7 hybrid system developed and tested a few years ago, it is still a work in progress that, said Leiters, can and will be adapted to the new Porsche Panamera sedan.

Porsche will be paying close attention to North American market forces over the next little while to decide when and where to launch these vehicles.

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