Parallel full hybrid drive.
The new parallel full hybrid drive on the new Cayenne S Hybrid features a 3.0-litre V6 supercharged engine and an electric machine (motor/generator) that provides additional power on demand.
The supercharged engine generates high levels of torque, even at low engine speeds. The unit produces 245 kW (333 hp). 440 Nm of torque is available between 3,000 and 5,250 rpm, enabling a low-rev, economic driving style while offering exceptional reserves of power. At 288 Volts, the electric machine has a maximum output of 34 kW (47 hp). The benefits of the synchronous motor with inner rotor design are extremely compact dimensions and high levels of efficiency. It also acts as a starter motor and alternator.
On the parallel full hybrid system, the electric machine is integrated directly into the drivetrain. The hybrid module is situated between the combustion engine and the transmission. The engine is engaged and disengaged using a specially designed decoupler.
The complex interplay between combustion engine, decoupler, electric machine and battery is controlled by the electronic engine management system. It receives all information on the driving and energy status and controls both drive systems to ensure optimum perfomance in any driving scenario.
Under moderate acceleration and at low speeds, the electric machine can power the vehicle independently using electricity alone. For example, for driving quietly through residential areas. In addition, it can be used to boost performance - for faster acceleration, particularly when pulling away.
The electric machine's generator can also be used to recuperate energy during braking, i.e. for charging the battery. Other energy saving features include the car's ability to glide along, even when the engine is turned off. The hybrid system therefore also brings significant advantages when not driving in urban traffic, as the vehicle can simply 'coast' down many stretches of road without any power at all.
Together with the auto start/stop function, the parallel full hybrid system offers exceptional levels of performance and efficiency.
The hybrid system features a high-voltage nickel metal hydride (NiMH) battery consisting of 240 cells. It provides the electric machine with the energy required for the vehicle to drive short distances solely on electric power. The compact battery is located under the loadspace floor in the luggage compartment. Weighing approximately 80 kg, its dimensions are 426 mm x 925 mm x 286 mm. The battery is designed to last without the need for any maintenance. A special battery management and cooling system maintains a constant temperature and protects the battery from overheating. It also monitors the charge/discharge processes. As a result, the life of the battery is optimised and its suitability for everyday use ensured, while offering a high capacity: 1.7 kWh.
Systems that are usually dependent on the output provided by the combustion engine, such as climate control, power steering and brake assist, run solely on electricity on the new Cayenne S Hybrid. As they do not rely on output from the engine, these functions remain active when the car is running in electric mode or when it is coasting along with the engine switched off.
2. Protective housing
3. Electric machine
Porsche Doppelkupplung (PDK)
With PDK double-clutch transmission, gearshifts take place with milli-second precision and no interuption in drive. In total, PDK has seven gears at its disposal. Gears 1 to 6 have a sports ratio and top speed is reached in 6th gear. The 7th gear has a long ratio and reduces fuel consumption even further. PDK is essentially two gearboxes in one and thus requires two clutches - designed as a double wet clutch transmission.
This double clutch provides an alternating, non-positive connection between the gearbox and the engine by means of two separate input shafts (input shaft 1 is nested inside the hollowed-out input shaft 2). The flow of power from the engine is only transmitted through one clutch at a time, while the next gear is preselected by the second clutch. During a gear change, a conventional shift no longer takes place. Instead, one clutch simply opens and the other closes at the same time.
The benefits: faster acceleration, high levels of comfort and a significant reduction in fuel consumption.
Eight-speed Tiptronic S.
The new Cayenne models are available with eight-speed Tiptronic S. The outstanding feature of this new automatic transmission is a particularly wide ratio spread. First gear is designed for optimum acceleration when pulling away and greater performance when tackling ascents and towing loads in off-road terrain. Top speed is reached in 6th gear. The two upper gears are used to lower the revs at high speed, thereby enhancing fuel economy and occupant comfort. On the motorway in particular, driving at low revs will significantly reduce the noise level inside the vehicle.
The driver can influence gearshifts on the Tiptronic S using the throttle and brakes alone. Tiptronic S automatically adapts the gearshift points for performance driving - equally, if a more defensive driving style is detected, the system selects a gearshift point that offers maximum fuel economy. Under heavy braking, Tiptronic S shifts down to maximise engine braking. An electric pump is used to maintain the required pressure of the transmission fluid, e.g. to transmit high levels of torque at lower engine speed.
Direct fuel Injection (DFI).
Extremely high precision in terms of both timing and volume, and pressures from 120 to 140 bar - the principle of direct fuel injection (DFI). The swirling of the injected fuel creates a homogeneous air/fuel mix, thereby enhancing combustion.
By mixing the fuel and air directly in the combustion chamber, DFI also contributes to engine cooling. As a result, it was possible to increase the compression ratio and therefore output and efficiency.
The required amount of fuel can be precisely controlled via the injection rate and timing. The result: greater power and torque - combined with better fuel economy and reduced CO2 emissions compared with the previous models. The proof that even high-performance cars can achieve moderate emission levels.
VarioCam/VarioCam Plus.
VarioCam Plus variable valve control responds to changing engine speeds and loads by adapting valve timing (VarioCam) and valve lift (VarioCam Plus) on the inlet side. This results in smoother running, better fuel economy and lower exhaust emissions as well as greater power and torque. This two-in-one engine concept seamlessly adapts as driver inputs change. The benefits: emphatic acceleration and ultra-smooth running characteristics.
The engines in the 911 GT3 models feature a new evolution of VarioCam. Previously used on the inlet side only, the system now offers continuous adjustment on both exhaust camshafts as well. For further enhanced engine output.
VarioCam Plus
Instead of hot compressed air entering the combustion chambers, we now have cooler air generating more power and torque. As a consequence, there is a major improvement in engine efficiency, boosting performance and fuel economy even under heavy loads and at high rpm.
Porsche Active Suspension Management (PASM).
Porsche Active Suspension Management (PASM) is an electronic damping control system. It offers active and continuous adjustment of the damping force on each wheel based on current road conditions and driving style. PASM has two driver-selectable setup modes, 'Normal' and 'Sport'. A total of three set-up modes are available on the Panamera models ('Comfort', 'Sport' and 'Sport Plus') and the Cayenne models ('Comfort', 'Normal' and 'Sport'). Based on the driving conditions, the system continuously varies the individual damping forces within the parameters defined for the selected setup mode.
1. Rebound in 'Normal' mode - bypass valve open
2. Rebound in 'Sport' mode - bypass valve closed
3. Compression in 'Normal' mode - bypass valve open
4. Compression in 'Sport' mode - bypass valve closed
Porsche Traction Management (PTM).
PTM active all-wheel drive enables dynamic handling and increased traction. On the Panamera 4, 4S and Turbo, the 911 Carrera 4 and 911 Turbo models as well as the Cayenne, Cayenne S and Cayenne Turbo, drive torque from the rear axle is transmitted to the front axle via an electronically variable multi-plate clutch.
Through continuous monitoring of the car's status, PTM can ensure the optimum torque split in every driving scenario. For outstanding performance on long straights, in tight bends, in the wet and on snow.
The new Cayenne S Hybrid and new Cayenne Diesel feature a permanent all-wheel drive system with self-locking centre differential. This provides a standard torque split of 60% to the rear and 40% to the front. If one of the wheels is in danger of slipping, the self-locking centre differential transmits the torque to the axle offering the highest level of traction. On the Cayenne Diesel and Cayenne S Hybrid, PTM also enables variable distribution of engine torque to the rear wheels, thereby enhancing steering precision and driving dynamics. Specifically, this means that when entering a corner at high speed, moderate brake pressure is applied to the inside rear wheel. This supports the steering motion of the car, thereby improving its cornering dynamics.
Other major features in PTM include an automatic brake differential (ABD) and anti-slip regulation (ASR).
Dynamic engine mount system.
A totally new development from Porsche, the dynamic engine mount system is available as an option for the 911 Turbo models and the 911 GT3. On the 911 Turbo S models and the 911 GT3 RS, it is included as standard. Electronically controlled, it reduces the transfer of vibration from the engine and drivetrain to the rest of the car.
At the rear of the car, the engine is bolted to the body via two separate mounts. When cornering at speed, while the front wheels change direction immediately, the engine is less inclined to. Due to the law of inertia, the engine tries to maintain its original direction of travel and so the rear of the car steps out.
With the dynamic engine mount system, this effect is reduced. Sensors are used to monitor the steering angle, longitudinal acceleration and lateral acceleration at all times. Based on this information, as well as road conditions and driving style, the system can adjust the stiffness of both engine mounts. This is achieved by exposing the magnetorheological fluid within each mount to an electromagnetic field. The minute particles in the fluid align themselves with the magnetic flux and the viscosity of the fluid is increased. As a result, the stiffness and damping rate of the engine mounts can be adjusted - for less vibration and greater comfort during everyday road driving or a more direct setup during performance driving.
Porsche Dynamic Chassis Control (PDCC).
Porsche Dynamic Chassis Control (PDCC) is an active anti-roll system that further enhances road-holding and driving dynamics.
PDCC anticipates and significantly reduces lateral body movement when cornering. It also minimises oscillation on rippled road surfaces. This is achieved with the aid of active anti-roll bars on the front and rear axles. The system responds to the current steering angle and lateral acceleration by producing a stabilising force that precisely negates the swaying force of the body.
The benefits: greater agility at every speed, more responsive steering and stable load transfer characteristics. Performance, traction and comfort are further improved, and with them, driving pleasure.
Front axle lifting system.
Kerbs, ramps and garage entries have always posed problems for cars with reduced ground clearance like the 911 GT3 models. Not anymore. Now our engineers have developed a lifting system that can raise the front axle by approximately 30 mm whenever there's a risk of grounding. The car is lifted with the aid of an air compressor, which increases the pressure in the front PASM dampers.
The lift function is operated via a button on the centre console and can be used while the car is stationary1 as well as at speeds of up to 50 km/h (31 mph).
1 When the vehicle is parked, the system should be brought to the lowered position as the air pressure can only be maintained for a certain period.
Active and passive safety.
The reinforced bodyshell structure contains a passenger cell that, despite consistent lighweight construction, is extremely resilient and offers great levels of protection in the event of an impact.
All Porsche models feature highly effective airbag technology: fullsize front airbags for driver and front passenger which are inflated in two stages depending on the severity and type of impact (e.g. frontal or diagonal). For added passive safety, the Panamera models are fitted with knee airbags for driver and front passenger.
Also included as standard on all Porsche models is Porsche Side Impact Protection (POSIP). This comprehensive package comprises side impact protection elements in each door, a thorax airbag in each front seat backrest and a head airbag in each door panel. On the Cayenne and Panamera models, extensive head protection for both rows of seats is provided by curtain-type airbags on each side of the roof. Instead of thorax airbags, the Panamera models have dual-chamber side airbags at the front offering enhanced protection to pelvic and chest areas. The Panamera and new Cayenne models can also be fitted with optional side airbags in the rear compartment. In short: POSIP greatly enhances passive safety, especially in the event of side impact.
