2017 Porsche Cayenne S E-Hybrid
We all know that car makers are on a mission to increase fuel economy in all of their vehicles, mostly because of ever-stiffening regulations. Well increasingly, PHEVs are the hot ticket to get that done. Even Porsche is not immune to this, having applied the plug-in treatment to the Panamera sedan back in 2014. But now they’re getting much more serious, and what better vehicle to showcase that ultimate eco-performance in, than the Cayenne.
Yes, it’s all about the utilities in the luxury market these days; so this 2017 Porsche Cayenne S E-Hybrid will almost assuredly drum up its fair share of attention.
Now, some might still look at a plug-in hybrid utility as a bit silly, perhaps even a waste of money; but keep in mind these vehicles are mostly designed for a European market that aims to do away with the internal combustion engine in major cities.
So, obviously there’s a market for people who want to maintain their current level of posh transportation, yet have the benefits of an EV when necessary.
Powertrain stats begin with a supercharged 3.0-liter V6 delivering 333-horsepower and 325 lb-ft. of torque on its own. Add in a 70kW electric motor, and output climbs to 416-horsepower and 435 lb-ft. of torque.
The 10.8kWh battery allows for 14-miles of EV-only driving at speeds up to 78 miles-per-hour.
Both an 8-speed tiptronic automatic transmission and all-wheel-drive are standard.
Like the best of plug-ins that we’ve sampled, the Cayenne delivers seamless operation; requiring you to keep an eye on the tach or power meters if you care where the power is coming from.
You can be certain that Porsche wants to preserve their performance image at all costs, so this Cayenne is indeed very fast; especially when the battery is full and boost mode is available, a bit less so without battery assistance.
At the track, with all systems full-go, we hit 60 in just 5.4-seconds. That’s almost two seconds quicker than the no longer available Cayenne turbo diesel.
There’s a decent amount of torque at launch, and it builds even more as you get rolling. Shifts were not PDK-quick, but efficient enough to keep the gears coming, as we finished out the ¼-mile in 13.9-seconds at 103 miles-per-hour.
And as spirited as that is, it gets even better when you start throwing curves at it. Through the cones, we found little to no over or understeer; just great balance and point-and-shoot precision, with virtually no body roll to upset things, despite pushing 5,200-lbs of curb weight.
Steering is quick, and sure it could use a little more feel; but no matter how hard we pushed this Cayenne, it seemed to be begging us for more.
Porsche likes to differentiate their plug-ins with Acid Green brake calipers, and little else. And while they tend to look cool accompanying a silver or black vehicle, most thought they clashed with our Cayenne’s Mahogany Metallic livery.
That aside, the Cayenne’s form really hasn’t changed all that much in its 14-years on the streets. There are still plenty of 911 design cues, combined with a sleek profile that fully portrays its performance potential.
The interior is busy, but well laid out as always. There are unique gauges and drive mode setup, but otherwise things are mostly the same throughout the rest of the space.
Available Platinum trim adds Apple CarPlay, illuminated door sills, upgraded Bose audio, heated front seats, and Alcantara trim among other things, though surprisingly…still no back-up camera.
Government Fuel Economy Ratings are 22-Combined when operated in gasoline only mode; and climb to 46-Combined when EV driving is added in. Our loop was an EV-free one; still we managed 23.0 miles-per-gallon of Premium.
There’s a great Energy Impact Score of just 9.5-barrels of annual oil use, accompanied by 4.3-tons of CO2 emissions.
Cayenne S E-Hybrid’s start at $79,750, almost 20-grand over a base Cayenne; but a Platinum Edition with much more content is available for only a bit more at $82,650.
We can surely appreciate the effort and engineering that went into creating the 2017 Porsche Cayenne S E-Hybrid. But really, at this time, at least in this market, like a lot of other luxury plug-ins, it remains a niche vehicle built for boasting your ecodentials more than being a must-have vehicle.
In our eyes, it needs a much bigger battery, with much more EV range, for it to truly make sense here. Ah, but it still drives like a Porsche. And after all, that may be more than enough reason for this clean-rolling piece of engineering excellence.
Specifications
- Engine: 3.0-liter V6
- Horsepower: 333
- Torque: 325 lb-ft.
- 0-60 mph: 5.4 seconds
- 1/4 mile: 13.9 seconds @ 103 mph
- EPA: 22-Combined gas only mode / 46-Combined with EV
- Energy Impact: 19.5 barrels of oil/yr
- CO2 Emissions: 4.3 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.