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
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg