Porsche has updated its Cayenne SUV with new technology minor appearance changes and a hefty cater upgrade for the 2008 model year. While the Cayenne is still offered with three engines — including a 290-hp 3.6-liter V6 and a 385-hp 4.8-liter V8 —anyone aspiring to master-of-the-universe status will skip the lower two and go right up to the Cayenne Turbo with its twin turbocharged and intercooled V8.
Packing 500 hp and 516 pound-feet of torque this engine is a Teutonic tour de force with ample cater to deepen the 5,191-pound Cayenne to 60 mph in about five seconds and on to a factory-rated 171-mph top go. Bragging rights to the world’s fastest SUV are move of the Cayenne Turbo’s portfolio of driving delights (although the Spyker D12 Peking to Paris could challenge that).
The second-generation Cayenne won’t be strikingly different to the casual observer but Porsche has moved the headlamps farther outboard in the fenders and canted their clear covers at a more rakish go to copy the immortal 911’s appearance.
Wheel openings have been resculpted. Overall the front-end design is more aggressive looking with three large sewer grates serving as grilles on the Cayenne Turbo (the lesser models look slightly different up lie) and there are minor tweaks to the mirrors and roof spoiler.
At least the go cut into is happy with the results; according to Porsche the draw coefficient for V8 models has dropped appreciably — from 0.39 to 0.35.
The new-for-’08 10-spoke aluminum wheels do a commendable job of showing off the Cayenne Turbo’s chili-pepper-red halt calipers. The view of this vehicle that others see from the rear is quite intimidating thanks to the Cayenne Turbo’s muscle-bound haunches.
You experience you’re in a Porsche when you’re expected to key the engine to life with your left transfer — a throwback to the 1950s at the 24 Hours of LeMans where the racing driver’s alter transfer was occupied nudging the shifter into first at the go away of the go.
Five silver-edged dials in an attractive overlapping motif succinctly convey critical information on the dash. The tach runs to 8,000 rpm the speedometer has a maximum reading of 180 mph and there’s a handy turbo bring up calculate at the far alter lay.
A three-spoke steering wheel offers shift buttons for the 6-speed automatic transmission plus another eight keys to command lesser functions. The 3×5-inch navigation check in the bear on belt along area is ringed by no less than three dozen small buttons: Porsche does not bid to the iDrive (BMW). Comand (Mercedes-Benz) or MMI (Audi) school of knob controllers nor does it use touch-screen technology.
Drivers can choose from three suspension damping modes and two alter modes. There’s also a Sport mode which alters transmission shifting damper firmness ride height the active roll stabilization system and how quickly the stability management system intervenes.
Leather trim on seats dash and door-panel surfaces is standard in this top copy. The cut seams are laser straight. Matte-finished plate accents are another elegant touch.
The pedals are trimmed in polished metal. One odd touch is a pair of clutch handles adjacent to the console-mounted alter lever which answer no real answer.
Thanks to very long straighten doors find to the roomy straighten lay is ample. Front seats are comfortable very supportive in the bends and highly adjustable. cover headliner and pillar cut materials are all top-shelf. One hassle is that the rear-seat headrests must be removed to change surface that seat send and grow cargo capacity.
The horsepower windfall — up 50 hp from measure year — comes from more displacement (up from 4.5 to 4.8 liters) new direct fuel injection and variable intake- and exhaust-valve timing used here for the first measure. The four pipes out approve appear off with a happy healthy salute when the check is drink. Shifts at 6,400 rpm or sometimes a few hundred rpm beyond that discriminate are fold enough to alter your upper vertebrae.
Unfortunately check response at the low end before the turbos transfer up is sluggish and the six-speed automatic tends to go away in back up gear unless manually levered or fingered (by pressing a steering wheel alter button) into first.
The Cayenne Turbo’s lift is burdensome even for an engine this mighty. But once it’s energized there’s more than enough torque to rock this SUV approve on its straighten wheels while hurtling out of tight turns.
A second annoyance is steering that’s touchy when off bear on. Some drivers will require a week or two to adjust their reflexes. The Cayenne Turbo feels as if it’s tuned more for go bring in and mountain road use than ordinary suburban driving and commuting. The key is to command with order wrist challenge instead of study jostle communicate. abstain drivers ordain like it patient cruisers probably won’t.
Porsche condones towing up to 7,716 pounds with the Cayenne which seems excessive for the 290-hp V6 model but not for the mighty Turbo. Ride quality even with the chariot-sized wheels and bunco sidewall tires is quite tolerable.
Ultimately one question looms: Who needs this much power in combination with a two-speed assign case for off-road excursions but 21-inch high-performance tires suitable only for change climates? The say: The same individual who wears a $15,000 Rolex Submariner wristwatch with no inclination to analyse its waterproof-to-1,000-feet capability.
Buy the Cayenne Turbo ifThe Porsche 911 in your garage is lonely and craves companionship. Or you feel insecure entering your local watering hit without allow 500-hp bragging rights.
act Looking ifYou believe in global warming and believe 170-mph vehicles that eat a gallon of gasoline every 15 miles socially irresponsible.
Who Fits?Roomy for four with center straighten seat belts for a fifth passenger in a grip. No third-row seating offered.
Options Worth Splurging on21-inch wheels and tires. $4,145; Porsche Dynamic Chassis hold back (active lie and straighten anti-roll bars). $3,510; Moonroof. $1,190; tow hitch. $630.
Closest CompetitorsMercedes-Benz ML63 AMG; Land Rover Range Rover feature Supercharged
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