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E-Hybrid

IAA 2019 – Nouveaux Porsche Cayenne et Cayenne Coupé hybrides rechargeables

Porsche a mis en avant les versions hybrides rechargeables de ses modèles Cayenne et Cayenne Coupé sur son stand du salon automobile de Francfort 2019. Deux modèles PHEV étaient exposés à l’IAA 2019 : le Porsche Cayenne E-Hybrid et le Porsche Cayenne Coupé Turbo S E-Hybrid. Le Porsche Cayenne E-Hybrid est motorisé par un V6 …

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Préparation moteur Techart pour modèles Porsche E-Hybrid en 1ère mondiale

Avec la forte augmentation des systèmes d’entraînement hybrides dans le segment du luxe du monde automobile, le préparateur Techart propose en exclusivité un kit moteur destiné aux modèles Porsche E-Hybrid. Au salon Essen Motor Show 2018, Techart expose un modèle spectaculaire : la Techart GrandGT basée sur la Porsche Panamera Turbo S E-Hybrid Sport Turismo. …

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New 2019 Porsche 911 revealed

We’re in San Francisco, California, in an underground parking garage of a hotel in Fisherman’s Wharf. It’s busy outside, the countless tourists distracted by the Golden Gate Bridge, Alcatraz, and all the other amusements the City By The Bay offers. In the garage is a fleet of Porsche’s new 992, along with the odd Cayman and Boxster; Porsche’s engineers are in town, but they’re seeking a different kind of amusement. I’ll be with them for a day of testing, joining a convoy of four Carrera Ss undergoing some final checks prior to the board coming out for a final sign-off drive.

Porsche will launch the new 992 with the Carrera S and 4S Coupe in PDK form, with the Carrera and Carrera 4 following in 2019, its introduction also adding manual transmission to the entire line-up. The Cabriolet will join in 2019, while Porsche is also apace with its development of the GT and Turbo models. They’re not discussing those today, the team doing its best to distract attention from the prototype Turbo that’s lurking elsewhere here underground. As-yet-unconfirmed rumours suggest the Turbo S will deliver in excess of 650hp. The world’s gone mad.

Back to reality, though, the 992 Carrera S I’ll be jumping in the passenger seat of will be heading out of the city to the mountain roads around San Francisco. This part of the US is used due to the sizeable elevation changes it offers, the predictable climate and, in Alex Ernst’s words: “The aggressive local driving.” That relates specifically to the abrupt stop-start traffic, the on-off-on the throttle nature of freeway driving and the terrible, combed concrete surfaces on those freeways. That Porsche sells a considerable number of its annual production in California is no bad thing, either.

Ernst is very familiar with all of it; being the team leader of testing he’s been involved in every 911 since the 996. Joining his usual team of engineers today will be Matthias Hofstetter, director, powertrain product lines 911/718; Andreas Pröbstle, project manager, complete vehicle model lines 718/911, and ‘Mr 911’ himself, August Achleitner, vice president, product lines 911/718. And Total 911, of course.

It’s no surprise that the 992 is instantly familiar, the disguise fooling nobody. Porsche isn’t about to mess with the winning formula. The detailing is different, the camouflage doing little to mask the cool recessed structure of the rear lights, a red strip spanning the entire rear of the Carrera. That’ll be a feature on all, and it’ll be the same width, Achleitner saying that all Carreras will feature a wide body. Dimensionally the new Carrera and Carrera S will
be the same width as the outgoing 991 GTS. They’ll be some 5mm higher, and 20mm longer at the front – the latter for styling purposes. The rear track will match the GTS, though Porsche has upped the front track by 40mm.

That change, says Achleitner, “allows us to transmit more loading forces without a stiffer stabiliser. It enables us to lower the stiffness of the roll bar on the rear axle to transmit higher forces for accelerating out of a curve.” Filling the rear wheel arches in the Carrera S will be a 21-inch wheel with 305/30/ZR21 tyres, the front axle getting 20-inch alloys wearing 245/30 section rubber, the 992 being the first series Carrera to wear staggered wheel sizes. The body is lighter, too, Porsche using aluminium for the panel that begins at the A-pillar and runs over to the rear, it previously being steel, the doors and front wing being made of aluminium, too.

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Porsche : Vous ne pouvez plus en acheter une !

Porsche : Vous ne pouvez plus en acheter une !

Après la Peugeot 308 GTi, la BMW M550i, bon nombre de modèles de la gamme Volkswagen, certaines Mercedes-Benz et quelques autres modèles ou marques, c’est au tour de Porsche de passer à la moulinette de la Worldwide harmonized Light vehicles Test Procedure ou norme WLTP. Voilà, c’en est fini pour plusieurs semaines ou plusieurs mois […]

Cet article Porsche : Vous ne pouvez plus en acheter une ! est apparu en premier sur The Automobilist.

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Introducing the 2019 Cayenne E-Hybrid

The progression of Porsche’s three-pronged electrification strategy continues with the plug-in Cayenne E-Hybrid. The latest Cayenne is Porsche’s third new hybrid system, following on the system used in the Panamera and 918 Spyder. In addition to the new hybrid system, the latest Cayenne E-Hybrid offers several firsts for the Cayenne range. 22″ wheels, massaging seats, heads up display and a heated windshield are offered for the first time in Cayenne. Aesthetic changes are subtle, and include Acid Green brake calipers and matching outlines around the badging. The most important changes, however, are under the skin.

Inside the Cayenne E-Hybrid Powertrain

The hybrid system’s electrical component is centered around a 14.1 kWh battery pack housed under the rear cargo floor. This battery pack stores enough power to run the Cayenne solely on electricity for up to 44 kilometers, and a maximum speed of 83 miles per hour. This pack is roughly 30% larger than the preceding Cayenne Hybrid, and consists of 8 modules with 13 prismatic lithium ion cells each.

With a 230-volt, 32 amp connection it is possible to recharge a fully-depleted battery in 2.3 hours using an optional 7.2kW onboard charger. With the standard 3.6kW charger and a 230-volt, 10 amp connection the battery can be recharged in 7.8 hours.

The battery pack drives an electric motor that creates 134 horsepower and 295 lb-ft of torque. The electric motor operates in conjunction with the familiar 3.0L single-turbo V6 with 335 horsepower and 332 lb-ft of torque. Thanks to a combined system power of 455 horsepower and 516 lb-ft of torque. This system can propel the Cayenne to 60 MPH in 4.7 seconds and through the quarter mile in 13.3 seconds, improvements of 0.7 and 0.9 seconds over the preceding model.

The electric motor is positioned between the 3.0L V6 and the 8-Speed Tiptronic S transmission. The motor and transmission are connected by an electromechanically-actuated separating clutch. The 8-speed transmission is optimized for smoother, faster shifts than earlier transmissions. The top track speed of 157 MPH is reached in sixth gear, and 7th and 8th gears are optimized for fuel efficiency.

Drive Modes and All Wheel Drive

Porsche Traction Management (PTM) and Porsche Active Suspension Management (PASM) are included as standard. The Cayenne’s active hang-on all-wheel drive system is governed by an electronically regulated, map-controlled multiplate clutch. In conjunction with the Cayenne’s broad torque range, the system offers superior driving dynamics and off-road capabilities. In lieu of PASM customers can also select the same three-chamber air suspension offered in other Cayennes.

The Cayenne E-Hybrid with Sport Chrono package shares its drive modes with the 918 Spyder hypercar. Six modes are offered in total, including two shared with other Cayennes and four hybrid-specific modes. Sport and Sport plus will be familiar to Porsche enthusiasts. The hybrid modes are as follows:

  • E-Power – This full-electric mode will allow the Cayenne to travel up to 44 kilometers on electricity alone before engaging the gasoline engine.
  • Hybrid Auto – This conventional hybrid mode allows the vehicle to distribute power from the gasoline engine and electric motor for maximum efficiency.
  • E-Hold – This mode retains the present level of charge, allowing the driver to select a full-electric mode for driving in an environmental zone at their destination.
  • E-Charge – In this mode the gasoline engine generates more power than is required for normal driving. Excess power is channeled into the battery pack to be stored for later use.

Tech Features and Styling Updates

The hybrid system’s charging process can be controlled using PCM or remotely with the Porsche Connect app. With an enabled smartphone, owners can access climate control systems and monitor charging. These features are available as standard on the E-Hybrid. Other features include a new full-color heads-up display, off road data monitoring, and track data logging.

Porsche InnoDrive will be available for the first time in the Cayenne E-Hybrid. This system is an evolution of adaptive cruise control, and combines traffic sensing systems with onboard map data. The vehicle can monitor traffic and terrain 1.8 miles ahead, and can make coasting and gearing decisions for optimal efficiency.

The Cayenne E-Hybrid is available with 22″ wheels, a first for any Porsche model. Exterior trim includes Acid Green painted brake calipers, and matching trim on exterior badging. The Acid Green theme continues inside, with green needles on the analog gauges, and green accents on the dash displays.

2019 Cayenne E-Hybrid Pricing and Availability

The new Cayenne E-Hybrid is expected at U.S. dealers in early 2019. The base MSRP is $79,900, excluding options and the $1,050 delivery, processing and handling fee.

In Canada pricing starts at $91,700.

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