Porsche Cayenne S speedHYBRID 450
A casual inspection of the new base model Panamera's specification sheet might lead one to believe it a veritable morsel of aforementioned poop.
Though the lopping off of two cylinders saves some 30 kilograms, the new Panamera is still pushing perilously close to two tons, a formidable heft for any engine to motivate, let alone a relatively minuscule 3.6-litre V6.
Worse yet, at least according to that spec sheet, is that Porsche developed the V6 by simply lopping off two of the 4.8L V8's cylinders, never the way to optimize a six-cylinder powertrain. V6s are best harmonically balanced and, therefore, smoother running when aligned 60 degrees between the cylinder banks. Ninety degrees, like the Mercedes 3.5L V6, seldom works as well, feeling coarse and unsophisticated by comparison. The combination of that heft with a rough, high-revving engine could easily have been a huge mistake.
Thankfully for Porsche, the Panamera V6 never feels even remotely unsophisticated. Indeed, the new 3.6L is something of a marvel, feeling both powerful and surprisingly smooth - at least from inside the cabin. Most surprising, perhaps, is that Porsche bothered to develop its own V6 at all.
After all, the Cayenne makes do with a Volkswagen-sourced V6 that shares the very same performance statistics - 300 horsepower and 295 pound-feet of torque - as the Panamera. That's about all they share, although both offer unconventional formats.
The Panamera version is the unusual 90 degrees mentioned earlier, but the Cayenne's is equally unusual, its 3.6L V6 being a narrow-angle setup (10.6 degrees) made famous in various Volkswagen sports models. On the other hand, the Cayenne's VR6's is massively undersquare with a 89-millimetre bore and a long 96.4-mm stroke, while the Porsche 3.6 is a high-revving oversquare design with Porsche's Variocam variable valve timing.
Quite why Porsche forges ahead with two V6s of identical performance - when other companies are trying to minimize costly parts proliferation - is quite a mystery. Porsche's press kit makes a big deal about the automaker ``choosing'' the 90-degree format because it offers a lower centre of gravity, but that's a load of the aforementioned puppy droppings. The real reason for the format is that it was much cheaper to lop off two cylinders from the V8 rather than develop an all-new engine block.
Around the turn of the millennium, legions of Porsche aficionados were outraged. It had become known that Porsche’s then chief executive, Wendelin Wiedeking, was planning to add a four-wheel-drive SUV, the Cayenne, to the range of this most iconic sports carmaker. The main planks of Wiedeking’s argument in favour of the project were that the Cayenne would create a new market sector for Porsche, and a major revenue stream to counter the volatility of the sports car market.
His argument held. The Cayenne went on to be the most successful vehicle Porsche has ever produced. Some 280,000 have been sold since 2003, when the first came off the production line at a purpose-built factory near Leipzig – with 14,000 rumbling around in the UK alone.
Now it is time for Cayenne Mark 2. Even though Porsche enthusiasts consider the first Cayenne to be rather ugly, its successor has a lot to live up to. Indeed, the memory of my first test session in the original Cayenne Turbo, on the racing circuit Porsche built alongside the Leipzig factory, is indelible. From the driving seat, the car felt uncomfortably high off the ground, even for an SUV. It also had well over 400 horsepower, went like the wind and – I told the grinning chief test driver sitting beside me – without question this two-tonne tub of lard was going to roll over in the first high-speed corner.
It didn’t. Instead, it broke traction well before lifting a wheel. Thereafter the trick to driving it quickly became obvious: just throw it sideways. It was like defying the laws of physics.
But not only does the Cayenne Mark 2 better the original on every count, it also takes Porsche into new territory with its very first hybrid. In terms of looks, it is still the case that only its mother might truly love it, but its redesigned exterior has acquired an altogether sleeker, less porcine appearance.
Way back when, Ferdinand Porsche designed tractors. Now the Porsche Cayenne his company builds has returned to the fields, lugging a Dutch farmer's 21' sod roller, if only for a photo op and some bragging rights.
The Porsche Cayenne Turbo generates an impressive 450 HP and 450 lb-ft of torque from its twin turbo V8, more than enough to pull the roller along the ground. The nutty farmer had to modify the implement's hitch a bit to fit it to the Porsche, but it works. Of course, the Cayenne isn't fitted with an auxiliary hydraulic pump and rear-mounted quick connects to work the lift wheels (though we're sure Porsche would be happy to fit one for a tremendous price), so this has limited use other than a sight gag.
Official sketch hints at Porsche 928 successor
Ever since the Panamera sedan made its market debut, there have been rumors that Porsche will do a coupe based on the same chassis that would be a successor to the 928, the company’s first mass-produced V8 powered model. We finally have something “official” from Porsche and you’re looking at it (the picture above).
The sketch has popped up on the opening page of the Porsche Consulting website and appears to show a successor to the 928 V8 coupe with strong 911 design cues.
Well it did not originate in France as the aforementioned dance form, but the Teutonic goliath from Stuttgart has just received a fantastic new avatar that makes it dance through all possible demands with flair and pomp. Adil Jal Darukhanawala kicks up some serious sand in Dubai
Did you know that the second generation Porsche Cayenne was launched at the Geneva Motor Show this year? Well how could you when its thunder was stolen by none other than the 918 Spider which also went on to be the undisputed star of the show. It was pretty much impossible to try and make mindspace available for the Cayenne's second coming, so enticing was the prospect of the 918 but then the Cayenne is a total anathema to Porsche purists. It was butch and huge and defied the laws of physics to go quick in a straight line and hang on tight through the corners, just like a svelte Porsche sportscar could and this more than anything else has made it hold its head high, not just in the sports car maker's line-up but also as one of the most capable SUV's in the world. Heck, with over 270,000 units sold of the first generation offering and with orders for 10,000 of the new car already in hand, the Cayenne can be looked at but in only one way - as a stunning success!
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Porsche had invited a select bunch of Indian automotive hacks for the official first drive of the new Cayenne in Leipzig but with Iceland's Eyjafjallaj?kull volcano blowing its top, the trip to colder climes was changed to the sandy wastes of Dubai's Big Red, replete with sand dunes and long stretches of straight tarmac. In fact the latter was a no-brainer because with any of the Cayennes capable of top speeds in excess of 250km/h, this SUV just thundered over any and everything in sight, smothering everything in its wake and one could only admire the car's body control, poise and yes, of course, its immaculate ride quality but more of that later.
So what's with the second generation Cayenne one might well ask and the most important bit is that the largely evolutionary changes have made a good product even better. And everything starts with its new look which sits on the vehicle very comfortably, so much so that its proportions make it look smaller visually than its predecessor. Now for a vehicle which has actually grown in length by 48mm to be deemed this is praiseworthy but the new nose and the overall detail around the bonnet and the new lights makes the second generation Cayenne come out far prettier and less aggressive than the original. Factor in the new glass house treatment and the Cayenne makes a most positive impact on the mind.
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What has gone behind making the new Cayenne seem smaller despite increased dimensions is some serious sculpting with the clay knife of the designers. The behemoth has ditched all its 911 inspired rotundity and gone on a serious fat-to-muscle diet which has it look like an SUV that is much closer to the grand touring Panamera in its visual approach as opposed to looking like an elongated 911 sportscar. That certainly is a good move since the new car now has a distinct design identity of its own which banks on being more approachable and should appeal to an even wider audience. The toning treatment is also in cue with the engineering approach that the boffins at Porsche AG took for the new Cayenne which involved severe weight loss. They have done well given that their flagship V8 powered Cayenne Turbo has lost a good 185 kilograms between generations
The all-new Cayenne S Hybrid, priced from $68,675, won't reach showrooms until fall, when it will be joined by a base Cayenne, starting at $47,675.
For 2011, the Cayenne gets all-new sheetmetal and a roomier cockpit, plus such available high-tech features as Porsche Torque Vectoring Plus, Porsche Dynamic Light System, Lane Change Assistant, Adaptive Cruise Control and Automatic Start/Stop.
The Cayenne S features a 400-horsepower 4.8-liter V8, while the Cayenne Turbo is fitted with a 500-hp twin-turbo version of the same engine. The base Cayenne gets a 300-hp 3.6-liter V6, and the Cayenne S Hybrid mates a 333-hp supercharged 3.0-liter V6 with a 34-kw electric motor.
EPA has rated the Cayenne S at 16 mpg city and 22 highway and the Cayenne Turbo at 15/22. Fuel-economy ratings aren't available yet on the base Cayenne and Cayenne S Hybrid.
On the heels of Ferrari unveiling its new 599 GTO, Porsche has unveiled its most powerful production 911 ever. The new 911 GT2 RS is set to make its debut later this summer at the Moscow Auto Show, but Porsche couldn’t wait to dampen the excitement over the new Ferrari by releasing some impressive numbers of its own.
The new GT2 RS shaves 154 pounds off of the existing GT2. Add to that an extra 90 horsepower and you can see why the Porsche faithful are excited. The 620 horsepower car lapped the Nürburgring-Nordschleife in just seven minutes, 18 seconds. That’s a new production car record, and four seconds faster than the old record held by the Viper ACR. Of course ‘Ring times are always hotly debated, as are the definitions of “production car.” Suffice to say the new GT2 RS is quick and will keep most cars in its rear view mirror by the time they hit the first turns through Hatzenbach.
The 3.6 liter flat six uses the variable geometry turbo chargers that have been standard on the last several boosted Porsches. Unlike the Ferrari 599GTO with it’s F1 derived drivetrain, the GT2 RS still relies on a standard six speed manual gear box.
APS of Brackley is the importer of Swiss tuner Sportec in UK, and recently they’ve decided to come up with their own package for the new facelifted Porsche 911 Turbo using Sportec parts. On the outside not much work has been done, you only get forged alloy wheels, spoiler lip, side and rear skirts. But the car’s 493 bhp 6-cylinder 3.8 liter boxer engine has been tweaked more deeply.
With the Sportec ‘580’ conversion kit, the car gets a stainless steel sports exhaust system with high flow catalytic converters and two 70mm ‘twin’ tailpipes which also comes with a pair of sound throttles, which means the driver can change the noise of the car via a remote control inside the cabin.
Then the standard Porsche air filter is replaced by a Sportec high flow panel element, and the ECU is remapped with a new software developed by Sportec. The result of this changes are 580 bhp and peak torque hits 800 Nm (590 lb.ft).
So you thought the new Porsche 911 GT2 RS is powerful ha?! Well, check out Switzer’s idea of a hot GT2. It is based on their P800 package which had 800 hp, but this one’s called the R911S, and there’s a clue! It has an insane 911 hp. Apparently it’s the same as the P800 only with much bigger intercoolers. And the coolest thing is that Switzer has priced it at $239,900, cheaper than the 620-hp GT2 RS.
So it’s very powerful and undoubtedly very fast in straight line, but what about corners? You see even the standard GT2 with 530 hp is a tricky little thing to drive fast, so Switzer Performance has equipped their car with titanium inverted-front-strut, remote-reservoir suspension engineered by the track experts at JRZ.
Whatever that is, Switzer says that it’s not just a tough and unforgiving racing suspension, it features hand-selected spring and damping rates, specifically catering to each client’s track experience and level of aggression.
Porsche Cayenne 3.0 V6
THE determined march of the diesel engine shows no sign of waning and with Porsche now on board there surely is no turning back.
Okay, it might not be a 911, rather the Cayenne SUV - so all those Porsche purists can rest easy.
It’s common sense really to go down the diesel route and made all the more easy now that Porsche and Volkswagen are all part of one big happy family.
The diesel engine concerned is normally to be found in Audi’s Q7 so it is well suited to doing the job in the Cayenne.
It’s a proven 3.0-litre V6 unit that in the Cayenne delivers 240bhp and an impressive 550Nm of torque.
Quite a few modifications have been made to accommodate it in the Cayenne.
Great efforts have been made with insulation to ensure occupants are blissfully unaware the vehicle is being powered by a diesel engine, even down to its specially developed thick windscreen to keep noise and vibration at bay.
They have done a remarkably good job. In the cocooned environment of the cabin with all the windows up there’s little to suggest you are relying on diesel power. Added to that the engine has been tuned to produce rather a sweet note.
The Cayenne might not be the only sporty SUV around but it is probably the best known and in truth is one of the few to offer genuinely thrilling performance.
While the entry level model doesn’t quite deliver in this regard all the other petrol-powered models do, from the ‘S’ which is a good all-rounder to the blistering pace of the ‘Turbo’ and in between them the on-road focused ‘GTS’.
So does the diesel deliver too?
Performance is without doubt impressive and the Cayenne Diesel does not feel like the poor relative of the range.
It is swifter over the 0-62mph sprint than the standard petrol model, completing it in 8.3 seconds and has a top speed of 133mph.
On open and winding roads it’s a joy to drive and both its handling and power impressed. It retains an authentic sporty feel and arguably gives even the Cayenne S a run for its money.
And it does all this while returning 30.4mpg on the combined cycle and CO2 emissions of 244g/km.
My previous Cayenne encounters tended to engender a preoccupation with the rapidly diminishing fuel supply but the diesel seemed to soak up the miles, particularly on the motorway, with little needle movement.
As well as delivering on road I expect it’s a consummate off-road performer too, particularly with all that low-end torque to call on – though I didn’t get an opportunity to explore its mud-plugging prowess.
There is no manual available, a Tiptronic S automatic gearbox is fitted as standard.
Prices start at £39,404.
FAST FACTS
Porsche Cayenne 3.0 V6 Turbo Diesel
Price: £39,404
Mechanical: 240bhp, 2,967cc, 6cyl diesel engine driving four wheels via 6-speed automatic gearbox
Max speed: 133mph
0-62mph: 8.3 seconds
Combined mpg: 30.4
Insurance group: 18
CO2 emissions: 244g/km
BiK rating: 35%
Warranty: 2yrs/ unlimited mileage
The thing to keep in mind about Porsche is that the company basically makes road-legal race cars; hence the Porsche 911 GT2 RS. This new model, limited to a production run of 500, wrings 620 horsepower out of its 3.6-liter flat six-cylinder engine. Of course, that kind of power wouldn't be possible without twin turbos and clever tuning.
That horsepower finds its real world expression in 3.4 seconds to 60 mph, a top speed of 205 mph, and a lap of the Nürburgring Nordschleife in just 7 minutes and 18 seconds.
The 911 GT2 RS was developed with a very weight conscious attitude. Porsche engineers stripped 154 pounds from it, compared with the previous 911 GT2. As one example of weight-loss engineering, Porsche used cloth straps instead of traditional interior door handles.
Hennessey Porsche Panamera Turbo
We have a special place for Hennessey Performance Engineering in our hearts. While we eagerly look forward to the company’s Venom GT, we’ll have to satisfy our taste with this Hennessey modified Porsche Panamera Turbo, which gains a total of 50-hp or 23-hp at the wheels.
Click here to get prices on the 2010 Porsche Panamera.
Hennessey also offers a 800-hp upgrade. Modifications include a stainless steel exhaust systems, air induction modifications, computer upgrades, Hennessey wheel upgrades, turbo upgrades, intercooler upgrades and more.
Well, not really, but the number is pretty close to the quantity of potential customers that Porsche says have expressed a serious buying interest so far in the 918 Spyder hybrid wondercar that was shown a month at the Geneva auto show. The count to date is around 900, Bloomberg News reports.
Porsche first used the Spyder name for a sports roadster in 1953, when it introduced the 550 Spyder (the car that, famously, James Dean was driving when he died). For over half a century, the name has only been used for very special models such as the 909 Bergspyder, 718 RSK Spyder and the RS Spyder Le Mans Prototype race car, and now it has been given to a special edition of its “entry-level” mid-engined roadster, the Boxster. But is Porsche indulging in a marketing-inspired devaluation, or is the Boxster Spyder really special enough to justify using a name so steeped in heritage?
With a purchase price of £46,387, the Boxster Spyder isn’t cheap: in fact, it’s about £6,000 more than the Boxster S model it’s based on. On top of that, there’s a fairly extensive options list that can add back in some of the features that have been taken out (air con, radio, sat nav, etc), plus the likes of ceramic brakes (£5,349,) PDK automatic gearbox (£1,962) and sports seats (£2,049) that will quickly rack up the price of the car. Indeed, initial buyers are spending £56,000-57,000 speccing their cars. It won’t be exactly cheap to run,
Porsche, which unveiled the 918 Spyder at the Geneva auto show last month, will probably decide to build the model once 1,000 potential customers have pledged interest, Porsche’s development chief, Wolfgang Duerheimer, said in an interview at the Beijing Auto Show.
“I’m confident that we will soon reach the threshold of 1,000,” he said in an April 24 interview. “We need 1,000 seriously interested people to make a sound business case.”
Porsche, based in Stuttgart, Germany, plans to add models with a goal of doubling yearly sales to as many as 150,000 vehicles over the medium term, and benefit from savings from a merger with Volkswagen AG. The two carmakers will conclude their talks on a future model strategy and sharing platforms in about six months, Duerheimer said.
“We’re very optimistic that we’ll be able to further expand our leading position in the sports-car segment,” he said.
The 918 Spyder, one of three hybrid models Porsche presented in Geneva, relies on a 500-horsepower V8 engine and electric drive-systems allowing the vehicle to go up to 25 kilometers on electric power. The two-seater limits gasoline consumption to three liters per 100 kilometers, emitting 70 grams of carbon dioxide per kilometer.
The new 2011 Porsche Cayenne is lighter, sleeker and more attractively designed. The car is scheduled to arrive in the European showroom on May 8th. The already placed pre-orders for the new Cayenne have exceeded expectations, says Chief Executive Officer, Michael Macht.
“We’re looking at an incredibly high order intake from almost all markets,” Macht said yesterday at the Porche’s factory in Leipzig. He also added that the new 2011 Porsche Cayenne’s pre-orders are “clearly exceeding our expectations.” The vehicle in up for order in Europe and the report says that orders are coming in from every part of the continent.
The news also marks the return of the automobile industry into business. Porsche is currently pursuing its goal of doubling yearly sales to as many as 150,000 vehicles over the medium term. It is also looking forward to benefit as much as it can from a proposed merger with Volkswagen AG.
Porsche Panamera
Porsche demonstrated its commitment to hybrid technology with the 918 Spyder concept, a car that boasts outlandish specifications. The two-seater uses a plug-in hybrid system comprised of two electric motors coupled to a 3.4-liter V-8 racing engine. As a parallel hybrid, the car can run on pure electricity, just gas, or a combination of the two.
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