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It鈥檚 fantastic for a quick burst of performance where the Cayenne E-Hybrid miraculously switches everything to the sportiest settings possible for 20 seconds. I use it often for passing tight, two-lane traffic in the middle of nowhere when cars seem to be driving well below the speed limit. Surprisingly, switching over to Sport Plus mode, charges the battery the fastest, and as such, virtually all the battery鈥檚 energy is at your disposal - meaning that the battery is recharged in real time required for a new boost. Compared to other drive modes, the drive system only reserves a limited amount of energy for boosting, since it鈥檚 less concerned with efficiency. Two other drive modes exclusive to the Cayenne Hybrid include E-Hold and E-Charge, which you can manually set by using the PCM鈥檚 Hybrid menu, which you can activate by clicking the button to the left of the gear shifter. When you select E-Hold, the system locks down the battery鈥檚 current charge state, for use later.
The practical use on our drive was so that, later when I hand over the car to my drive partner, he has a full charge to test out the E-Power mode or boosting. Conversely, E-Charge mode uses the gas engine to charge up the battery. Speaking of battery, there鈥檚 30 percent more energy over the outgoing model while maintaining the same size and weight. While these options are nice, and we switched back and forth between them, I don鈥檛 see owners mucking with them on daily commutes. Internally, taking on more design cues from the 918 Spyder, the Cayenne E-Hybrid also inherited the hybrid-specific displays which I find pretty and informative to look at the current energy flow, consumption values, and remaining electric range. Gone are all the busy looking tactile buttons on the center console. Things are overly simplified, and while the tech inside me likes and appreciate what Porsche has done, it does require looking down while you hunt for the switches. I鈥檇 imagine that after a while, you鈥檇 remember what each 鈥渧irtual鈥?touch-sensitive controls are for so the hunting and pecking should go away. Impressively, a few firsts for the Cayenne E-Hybrid also include optional four-zone automatic climate control as well as rear seat ventilation! For those such as myself living in Phoenix where the summer heat far exceeds 115-degrees F, this is a blessing for rear seat passengers. New for the third-generation Cayenne takes on a lower and wider stance while inheriting design elements from the Panamera, massaging away the SUV-bulkiness. I like how Porsche added the light strip in the tail lamps, sort of resembling a grin- from ear to ear. For those in the market for a sporty-hybrid SUV with a focus on performance, whether it鈥檚 Porsche, Audi, Mercedes-Benz, Jaguar, or BMW, the Cayenne E-Hybrid should be the first car you test drive.
The Californian carmaker recently updated its configurator for the Model 3 and alongside listing an arrival time for the base model in early 2018. It also says the dual motor variant will land in Spring 鈥?8. In preparation for the arrival of the all-wheel drive Model 3s, Tesla has registered the VINs for at least 19 units with the National Highway Traffic Safety Administration. Like the dual motor Tesla Model S and Model X, it is quite possible that the dual motor Model 3 will become the most popular variant. 5,000 to the price of the entry-level electric sedan. In October, a video emerged reportedly showing the Model 3 dual motor undergoing performance testing at the company鈥檚 track in Fremont, California. It鈥檚 not yet known how quick the variant will be but the rear-wheel drive model reaches 96 km/h in roughly 5.1 seconds. The dual motor model should, therefore, accelerate to the same mark in under 4.5 seconds.
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