New Porsche Cayenne Turbo: 1140bhp, 0-62mph In 2.5s! | 4K
Does the world really need an
electric Porsche Cayenne with 1,140bhp that accelerates in the same time
as a 911 Turbo S? Well, we’re about to find out
because there’s one parked here. Today, we’ll be having a look
at new bendy displays, talking about charging and wondering why it needs to be capable of hitting 62mph from rest in 2.5 seconds. That’s going to really annoy
911 Turbo S owners. Now, according to some sources, Porsche has gone completely
off the idea of electric. But that’s not true. What’s actually happened in the face
of changing regulation is that Porsche has extended the lifecycle
of some of its combustion engines. So the current Cayenne will remain on sale
with V6, V8 and plug-in hybrid options. The next Cayman and Boxster
will now be both EV and ICE too. And the new flagship SUV
above the Cayenne will launch as a petrol-and-E hybrid initially,
instead of just a full EV. So Porsche is going back
to a more mixed strategy. But the new Cayenne Electric is… Well, it’s electric. The top of the range for the
electric cars is this Turbo that doesn’t actually have a turbo, and it has 1,140bhp,
although that is a slight lie. And I’m going to explain that in a minute. It is a range, though, and the base
of that range is that car over there. And that comes with more like 400bhp, which sounds much more sensible. And it’s a Cayenne,
but with definite newness. So let’s take a look. For a start, the electric Cayenne is longer,
lower and more aerodynamic than the combustion version. From the front,
the car looks more structured than before. It’s got a lot more horizontal shapes. The headlights are all
integrated into one unit. They look a lot cleaner. And then there’s some air curtains that are
quite striking here on the front three-quarter. Then as we move down the car, we get these big black wheel arch surrounds, which add a bit of bulk to it, and then you can have several
different styles of aerodynamic wheels. These are the 22s. And as you come down the car,
you’ve got kind of 3D side skirts, which again add some tautness
to the shape. And it is actually quite low. If I stand next to it, you can see
the roofline actually isn’t that high. And then as you come around the back,
you’ve got big, strong horizontal shapes again, with a full-width light bar
and an illuminated Porsche badge, which is also animated
because chintz is universal. But a lot of that styling can move. It’s a very active Porsche
in more ways than one. The active aerodynamic elements include
movable cooling air flaps in the nose, like the 911 Turbo S, an adaptive roof spoiler and active aero blades
at the rear of the Turbo, which extend the edges and
improve the flow characteristics, which apparently leads to an increase in range. Powering all of this is a 113kWh battery, which should give you up to
398 miles of WLTP range. But the interesting thing about this battery
is it is direct-cooled both top and bottom, and there’s the usual 800V architecture. So new Cayenne should be
a bit of a charging champion. Find a big enough charger and this thing
will charge at a rate of 400kW. Now, that means that 10 to 80%
will take just 16 minutes. Stick it on for 10 minutes
on a big enough charger, you’ll add 186 miles of range. That’s good. Let’s not get that bothered
about the practicalities of finding more than 400kW
of public rapid charging. And just joy in the knowledge that everything you can put into
this car will get hoovered up. It’s also pre-prepared for wireless charging,
although it is an option, which is when you just park over
an induction pad and the car automatically starts charging.
No cables or even getting out. I am promised that if your cat
sits under the car, it won’t get, um, cooked. The system just switches off
until your pet or your toddler leaves. You get twin-valve dampers
with dual-chamber air springs as standard, or you can option a thing
called Porsche Active Ride. Now, the pump for it is down here. And essentially what it does is it pumps
fluid into each of the dampers, so it can independently control each wheel. And that changes all the
characteristics of the car, so it can control pitch, yaw,
tipping, moving, all that good stuff. It’s also got a mode called Helicopter mode. If you’re in the Comfort setting,
when you accelerate, it basically lifts up the back of the car
and keeps it as stable as possible. And it doesn’t sound like this. Duh, duh, duh, duh, duh, duh, duh, duh. Although what no one ever tells you is that it makes some people car sick. Mmm. And it’ll also help if you buy a towbar, because this thing can tow up to
3,500kg with the off-road package, which is very good for an EV. It’ll also be more nimble because
these rear wheels get to steer too, up to five degrees of steering angle, which will make this car much
easier to park than you think. Under here is a dual-motor setup
with Porsche Traction Management, which should make this thing good
for both racetracks and normal roads. And yes, there is an off-road pack
if you do venture off tarmac a lot. And those? You guessed it, it’s Porsche’s carbon-ceramic
braking system, which this car will need. It’s quite heavy –
between 2.5 and 2.7 tonnes. But one interesting fact
about these brakes is the brake recuperation on
the Cayenne is so sophisticated it can claw back 600kW of energy, which means that you probably don’t need
mechanical brakes up to 98% of the time. We’re probably looking at three models. The base with 400-ish horsepower,
the S with likely 600, and this Turbo with the 1,156PS,
or 1,140 in brake horsepower. None of which will be particularly slow. This Turbo gets a possible 1,140bhp
and over 1,100lb-ft of torque, making it Porsche’s most powerful model
bar the Taycan Turbo GT. It gets from 0 to 62mph in 2.5 seconds and hits 161mph, which is astonishing. But let’s ask the question
if it’s really necessary. Maybe a bit less power
and a bit more range? Well, as the old adage goes, more is… more. But actually, you don’t get all of
the horsepower all of the time. Naturally, from the pedal,
the Turbo gets 845bhp, and then you get another 173
if you press the push-to-pass button, which lasts for 10 seconds. And you get all of it at once
if you engage launch control. So, essentially, the 845 is a street tune. And yet those numbers only add up
when you use launch control, because that’s when you get the full 1,140. And the inside is really very different. Now, the most dominant bit
is this curved flow screen. So I just want to talk about this first, because I think this is absolutely brilliant. Basically, you’ve got a
3D-rendering of the car here and then you can just touch different
things depending on what you want to adjust. And then on the bottom,
on this curved element here, are lots of widgets
that control the rest of the car. So if I wanted to change the height
of the suspension, for instance, I’d just press that and press lift, and then I’ve got more
of an access height. If I want to lower the car,
I can simply dropple it down. This is an optional passenger screen, which you can’t see if you’re driving
and your passenger is watching a movie. But it’s interesting that it’s all together. So if I change the drive mode
here on this little wheel, you can basically see on the screen, that’s gone into Sport
and you get a little racetrack. But the racetrack actually goes
all the way into the other screen. And then at the bottom, you always
have the same widgets down here. So you’ve got your trip stuff,
your battery stuff, different things. Like this car has a set of mood modes,
so it basically changes the air conditioning, the noise, the way that
the seats are positioned. If you put it in Dynamic, unsurprisingly, it goes red and tightens
the seat bolsters up. If you’re in Journey,
it’s more comfortable, it’s cooler, urban. And then if you flick through,
there’s different themes for the inside. So this is a fairly calm blue version. But if you want full disco mode,
you can go pink, black, green. The car’s endlessly configurable,
but it changes all of the screens to make it feel all the same. Then, in front of you, you’ve got a curved again OLED screen,
which can have different modes. You can have it
in different configurations. And in front of me is a head-up display,
which is absolutely massive, that projects things like satellite navigation
directions directly on to the road. So it’s a bit like a computer game. The ergonomics are fantastic. And then here in the middle, you’ve got a
slide-back portion and a push-forward bit. Down there is wireless charging, cupholders. And then on this kind of
flying buttress element is a thing they’re calling the Ferry Pad,
in honour of Ferry Porsche. So if you’re driving down the road
and it’s bumpy, you rest the heel of your hand here and you can reach
all the different buttons without your hand bouncing around
and pressing the wrong thing. It’s very well thought through. There’s a virtual AI assistant
to help you with voice control, and you can make the interior
entirely animal-free if you want to. Although that means that Porsche
people have never met my children. There’s a programmable glass roof
with sunshine control. Look, watch this. Matte front. Semi-matte.
Look, it’s got shapes in it! Matte. Yeah. And matte rear and then bold. Let’s have a look at that. Isn’t that cool? I just like clear. I like a burnt bald head. And it makes noise
with the Porsche sound system. So I’m not allowed to drive this car
because we’re indoors. But if I just do that, you can hear it. And then if I switch drive modes –
this is Normal. That’s Sport – a little bit deeper. And then Sport Plus… ..it gets more of a V8 burble. It’s also got a thing
called panel heating. So you can heat this armrest
and the door panels because forearms need love too. And there’s also a communication light. So when you get in the car,
it kind of welcomes you with a little light display and gives
you information on things like charging. As for space, there’s more legroom
for rear-seat passengers, and everyone gets to play with
electric heated seats as standard. The boot is huge at
781 litres with the seats up. And because it’s electric,
it’s got a 90-litre frunk Ta-da! So this is a big deal and
really very reasonable value. UK prices are £83,200
for the base Cayenne Electric with just that and the
£130,900 Turbo available at launch. OK, so the electric S is probably going
to be the sweet spot in the range and there’ll still be petrol
and hybrid versions for a little while. But as a technical tour de force, the electric Cayenne looks like
it’s got all the right ingredients.
This is the new Porsche Cayenne, a bespoke electric SUV that will be sold alongside the existing petrol-powered Cayenne. The headline act is the Turbo model, which offers 1140bhp and 1106lb ft, enough to hit 0-62mph in the same time as a 911 Turbo S!
🚗 Porsche Cayenne Turbo Electric
🎤 Tom Ford
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00:00 Introduction
00:27 Porsche Electric Future
01:04 The New Cayenne Range
01:28 Exterior Design Walkaround
02:18 Active Aero
02:41 Battery, Charging & Range
03:27 Wireless Charging!
03:46 Trick Suspension
04:25 Towing Capacity
04:55 No Mechanical Brakes Needed…
05:18 Power Outputs
05:34 1000bhp+ & 1100lb ft+
06:02 911 Turbo S-Equalling Acceleration
06:30 Interior Explainer
07:04 Optional Passenger Screen
07:30 Mood Modes
08:33 The ‘Ferry Pad’
09:00 Trick Panoramic Roof
09:20 How Does This EV Sound?
09:56 Rear Seats & Boot Space
10:20 Conclusion
