Perhaps the best thing about this latest round of spy shots for the refreshed Porsche Cayman GT4 is what we can鈥檛 see. In truth, we see pretty much everything, and as you鈥檇 come to expect from Porsche the changes are minimal. We spy slightly redesigned side air scoops, and the lower fascia is a touch more aggressive than the previous GT4. The rear fascia is definitely more aggressive with a tweaked diffuser and relocated exhaust outlets. The taillights are also different, and the wing seems even larger than before. There is one tiny bit of camouflage still left on the car, however, and it鈥檚 freaking hilarious. Take a close look up front and you鈥檒l see the smallest bit of black wrap that coincidently is in the exact spot one would find a Porsche crest. Clearly someone back at Stuttgart has seen a bit too much Superman because this Clark Kent attempt at disguising the car - especially when it still says Porsche on the back - is just plain funny. Amusing as it is, that鈥檚 not what we鈥檙e talking about with the bits we can鈥檛 see. Lurking beneath that rear cover is what should make this refreshed GT4 a bona fide superhero. Our sources still tell us the car will brandish a detuned version of the 4.0-liter flat-six from the 911 GT3. Those same sources have already confirmed the car will offer either a PDK gearbox or a manual transmission, and with at least 400 horsepower expected, the GT4 should be all kinds of giddy fun. As the striptease seems all but complete (save for that stubborn tape up front), it won鈥檛 be long before we get all the official information. We鈥檝e heard the Clubsport version will debut first in early 2019, so the road version should follow shortly thereafter.
2,000) were of great interest, but they aren鈥檛 yet available. 1,620, especially if you do a lot of parking in tight spots. 660 gets you the towing package, and with a towing capacity of a whopping 7,700 pounds, it鈥檚 worth it. Of course, we鈥檝e barely mentioned the fact this is indeed a plug-in hybrid. There are four separate driving modes: EV, or electric only; H, a hybrid automatic setting that lets the engine kick in as needed; and Sport and Sport Plus鈥攖hose last two have the V-6 engine running all the time. Porsche showed us a bare chassis, and it鈥檚 amazing how little space the 14.1-kWh battery pack takes up, sitting beneath the seemingly uncompromised rear luggage floor. Porsche doesn鈥檛 have an EPA rating yet, but a European test suggests pure electric power will last about 27 miles, with an all-electric top speed of 83 mph. Porsche doesn鈥檛 have EPA numbers on the base Cayenne with this V-6 engine, so we can鈥檛 even make an educated guess as to the E-Hybrid鈥檚 numbers based on that. The EPA rated the 2018 Cayenne S E-Hybrid at 47 mpg-e combined city/highway, and 22 mpg combined city/highway on gasoline.
The battery should recharge in about 2.3 hours with a 230-volt, 32-amp outlet and the aforementioned optional 7.2-kW onboard charger. Expect it to take 7.8 hours with a 230-volt/10-amp outlet and the standard 3.6-kW charger. The plug-in outlet is behind a flap on the driver鈥檚-side rear fender; there鈥檚 an identical flap on the passenger side for gasoline. On the road, this is about as seamless as hybrids get. The regenerative braking system, as it often does, results in an odd pedal feel, but the more you drive it, the less it annoys you. Steering feel could use a little work, though. On the mostly smooth roads around Montpellier, the Cayenne鈥檚 ride was supple, never punishing on even the roughest pavement we encountered. On tight turns, the 5,060-pound E-Hybrid鈥攖hat鈥檚 683 pounds heavier than the base Cayenne鈥攕eemed a little under-tired. Inside, the E-Hybrid has just the right amount of electro-information; it doesn鈥檛 club you over the head with pointed suggestions that you are wasting energy, but you can monitor how you are doing. The instrument panel is modern and viewer-friendly, and the big, mostly horizontal center screen is an effective focal point for the rest of the dashboard. This is an easy vehicle to get comfortable with, something we haven鈥檛 always been able to say about Porsches. Even without the massage function, front seats are comfortable and supportive, with room in the back for three actual adults. Outside, this third-generation Cayenne is the most handsome of the three, looking nothing at all like the 鈥渟tretched and swollen Boxster鈥?that so offended The New York Times 16 years ago. Porsche is mum on sales projections, but it doesn鈥檛 take Nostradamus to predict the 2019 Porsche Cayenne E-Hybrid should do quite well.
Data determined in accordance with the measurement method required by law. Since September 01, 2017 certain new cars have been type approved in accordance with the Worldwide Harmonized Light Vehicles Test Procedure (WLTP), a more realistic test procedure to measure fuel consumption and CO2 emissions. From September 01, 2018 the WLTP will replace the New European Driving Cycle (NEDC). Due to the more realistic test conditions, the fuel consumption and CO2 emission values determined in accordance with the WLTP will, in many cases, be higher than those determined in accordance with the NEDC. Currently, we are still obliged to provide the NEDC values, irrespective of the testing method used. The additional reporting of the WLTP values is voluntary until their obligatory use. As far as new cars, (which are type approved in accordance with the WLTP) are concerned, the NEDC values will therefore be derived from the WLTP values during the transition period. To the extent that NEDC values are given as ranges, these do not relate to a single, individual car and do not constitute part of the offer. They are intended solely as a means of comparing different types of vehicle. Extra features and accessories (attachments, tyre formats etc.) can change relevant vehicle parameters such as weight, rolling resistance and aerodynamics. Additionally, weather and traffic conditions, as well as individual handling, can affect the fuel consumption, electricity consumption, CO鈧?emissions and performance values of a car.
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