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2012 Porsche Cayenne Review
First introduced in 2003 to lukewarm applause, the Cayenne quickly silenced its critics by showing itself a serious performer. For 2012, the popular Porsche is redesigned in and out, and there's even more to like in 2012.Four models are offered: Base, S, Turbo and S Hybrid. Base Cayennes feature a 3.6L V6 putting out 300 hp. The S uses a 4.8L that churns out 400 hp. The Turbo version utilizes the same 4.8L V8 allowing it to produce 500 hp. Porsche claims 060 mph from the Turbo in just 4.4 seconds, with a top end of 172 mph. Finally, a new gas-electric hybrid-Porsche's first-employs a 333-hp supercharged 3.0L V6 and a 47-hp battery-powered electric motor that combine to deliver 380 hp. The Cayenne Hybrid can run on one or both of its powerplants for an even blend of power and fuel efficiency. Interiors have been redesigned for 2011 as well, with attention to detail in typical Porsche fashion and a look and feel that fall in line with what you see in the Panamera sedan. All rear seats are split folding.
Walkaround
Cayennes are suspended by a double wishbone setup in the front and a multilink rear axle, with front and rear stabilizers. All Cayennes offer all-wheel drive. A 6-speed manual transmission is standard on the Base model, while a new 8-speed Tiptronic S automatic is standard on all others and available on the Base. Towing capacity maxes out at 5,952 pounds for the V6 and 7,716 pounds for all other models.The Cayenne comes with a lengthy standard equipment list. The Base offers power everything, heated mirrors, leather seating, 12-way electrically adjustable front seats with 4-way lumbar support, steering wheel audio controls, rain-sensing wipers, privacy glass, a premium stereo system, a power liftgate, universal garage door opener and auxiliary power outlets.
Summary
S and Hybrid S models are equipped mostly the same, adding cruise control, a refrigerated glovebox and of course that V8 power. Turbo models include niceties such as aluminum interior trim and an Alcantara headliner, as well as Porsche Communications Management 3.0, which features a 6.5-inch color touchscreen display with integrated MP3, CD, DVD, and navigation. A 14-speaker Bose stereo is also standard in the Turbo. Lots of optional equipment can be specified on the Cayenne, including special exterior paint, special 19-inch wheels, larger fuel tank, Lane Change Assist, the Walnut or Anthracite Birch Interior Package, Porsche Active Suspension Management, Porsche Dynamic Light System, front and rear Park Assist, Porsche Ceramic Composite Brakes and more. Standard safety features across the range include 4-wheel anti-lock brakes with brake assist and brake readiness, advanced airbags throughout the cabin, traction control and stability control.
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2011 Porsche Cayenne Review
If you notice hints of Panamera, it's no mistake. The sculpted hood, headlights, and grille mimic Porsche's other contentious model. Dimensionally, the Cayenne is 1.9-inches longer than its predecessor overall with a 1.6-inch longer wheelbase. More interior passenger and cargo space are the result, Porsche points out. Its backend gets restyled LED taillights, also very reminiscent of the Panamera's wide, curvaceous units. But the longer body doesn't necessarily mean more mass. Thanks to a new all-wheel drive setup and the use of new materials (Porsche wasn't specific), the range as a whole is promised to be lighter and more efficient.
Walkaround
A decoupling clutch connects the engine to the electric motor and ensures a smooth transition of power throughout the driving cycle. Electric power can propel the Cayenne at speeds up to 40 mph, according to Porsche. It can also "sail" on the highway by shutting down the V-6 at speeds up to 97 mph. The entry-level Cayenne maintains its 3.6-liter V-6, but thanks to a few tweaks and eight-speed transmission, it gets 10 more horses (for a total of 300-horsepower) and is 20 percent more fuel efficient on the combined European cycle. Occupying the middle ground is a more powerful 400-horsepower (up 15 ponies) Cayenne S. Its 4.8-liter V-8's fuel efficiency is 23 percent better than last year's model. Same goes for the Cayenne Turbo's 500-horsepower V-8. Interestingly, there was no word yet on the autobahn-eating 550-horserpower Turbo S or sportier GTS. The modern design continues inside. With more room to work with, engineers implemented a high center console between the two front passengers. Like the Panamera, it bears an elongated form, with a litany of control buttons set below and on either side of the Tiptronic lever. The leather dash gets a TFT screen capable of controlling all the pertinent in-cabin goodies. It's flanked by tall aluminum-surrounded HVAC vents. The whole is attractive, in true Porsche style. A huge chunk of weight came out of the body, too, with 86 pounds eliminated through redesigned doors, 42 from a lighter interior, 22 from different electrical components, and 17 from various body-shell changes and other structural-attachment efficiencies. Despite these weight reductions, overall structural stiffness was increased by 15 percent, says Porsche. The difference between the sum of all these figures and the actual reduction amount is the additional content and reinforcement that had to be added in order to meet various legal requirements. Reducing a vehicles weight while adding content is quite an achievement.
Summary
With this second-generation Cayenne, Porsche has taken to heart many of the criticisms of the previous model. Most important, the company has taken about 400 pounds out of the Cayenne. About 70 pounds of that come from the elimination of the two-speed transfer case. Instead, the new model gets an eight-speed automatic with a lower first-gear ratio and more sophisticated traction control. About 65 pounds were found in other engine and powertrain reductions. Greater use of aluminum in the chassis yielded 72 pounds, lighter wheels and tires shaved 17 more, an electric parking brake dropped 13, and structural efficiencies eliminated 42 pounds.
If you notice hints of Panamera, it's no mistake. The sculpted hood, headlights, and grille mimic Porsche's other contentious model. Dimensionally, the Cayenne is 1.9-inches longer than its predecessor overall with a 1.6-inch longer wheelbase. More interior passenger and cargo space are the result, Porsche points out. Its backend gets restyled LED taillights, also very reminiscent of the Panamera's wide, curvaceous units. But the longer body doesn't necessarily mean more mass. Thanks to a new all-wheel drive setup and the use of new materials (Porsche wasn't specific), the range as a whole is promised to be lighter and more efficient.
Walkaround
A decoupling clutch connects the engine to the electric motor and ensures a smooth transition of power throughout the driving cycle. Electric power can propel the Cayenne at speeds up to 40 mph, according to Porsche. It can also "sail" on the highway by shutting down the V-6 at speeds up to 97 mph. The entry-level Cayenne maintains its 3.6-liter V-6, but thanks to a few tweaks and eight-speed transmission, it gets 10 more horses (for a total of 300-horsepower) and is 20 percent more fuel efficient on the combined European cycle. Occupying the middle ground is a more powerful 400-horsepower (up 15 ponies) Cayenne S. Its 4.8-liter V-8's fuel efficiency is 23 percent better than last year's model. Same goes for the Cayenne Turbo's 500-horsepower V-8. Interestingly, there was no word yet on the autobahn-eating 550-horserpower Turbo S or sportier GTS. The modern design continues inside. With more room to work with, engineers implemented a high center console between the two front passengers. Like the Panamera, it bears an elongated form, with a litany of control buttons set below and on either side of the Tiptronic lever. The leather dash gets a TFT screen capable of controlling all the pertinent in-cabin goodies. It's flanked by tall aluminum-surrounded HVAC vents. The whole is attractive, in true Porsche style. A huge chunk of weight came out of the body, too, with 86 pounds eliminated through redesigned doors, 42 from a lighter interior, 22 from different electrical components, and 17 from various body-shell changes and other structural-attachment efficiencies. Despite these weight reductions, overall structural stiffness was increased by 15 percent, says Porsche. The difference between the sum of all these figures and the actual reduction amount is the additional content and reinforcement that had to be added in order to meet various legal requirements. Reducing a vehicles weight while adding content is quite an achievement.
Summary
With this second-generation Cayenne, Porsche has taken to heart many of the criticisms of the previous model. Most important, the company has taken about 400 pounds out of the Cayenne. About 70 pounds of that come from the elimination of the two-speed transfer case. Instead, the new model gets an eight-speed automatic with a lower first-gear ratio and more sophisticated traction control. About 65 pounds were found in other engine and powertrain reductions. Greater use of aluminum in the chassis yielded 72 pounds, lighter wheels and tires shaved 17 more, an electric parking brake dropped 13, and structural efficiencies eliminated 42 pounds.
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2011 Porsche Carrera 911 4S Best Dealer Selection Fast Title Call Us Today For Pricing 1-310-860-8986 1-561-862-5657
2011 Porsche 911 Carrera 4S
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2011 Porsche Carerra Review
With a history decades long, it's not very surprising that there are so many models of 911 available with engine output ranging from 345 hp to 620 hp and price tags to match. Coupes, convertibles, and venerable targa models are all still available and feature the trademark "engine behind the rear axle" drivetrain.
Walkaround
At the base level is the 911 Carrera, making 345 hp. The Carrera S bumps that number up to 385 hp. The Carrera 4 adds all-wheel drive; the Carrera 4S has the 385 hp engine and all-wheel drive. The newest addition to the Carrera lineup, the GTS, makes 408 hp. All of these models are available as a hardtop or cabriolet version.Porsche is one of the only manufacturers to still make targa models, where the roof pops out but the C pillar remains in place. The 911 Targa 4 and Targa 4S use the 3.6L, 345-hp and 3.8L 385-hp engines respectively and are only available with all-wheel drive.The 911 Turbo and Turbo S use turbocharged versions of the 3.6L and 3.8L engines, for 500 hp and 530 hp respectively. These models are also all-wheel drive, and the Turbo S comes with the 7-speed PDK transmission rather than the 6-speed manual found in the other models. The body of the Turbo 911s is also noticeable wider than the Carrera and Targa models, and it too is available as a cabriolet.From here, the 911s only get faster. The GT3 manages 193 mph, and the GT3 RS can do 0-60 mph in under 4 seconds. The RS is kitted out for track day, with unique graphics and sports exhaust. The top-of-the-line GT2 blows away all other 911s with two turbochargers and an astonishing 620 hp.
Summary
Though it's not the fastest, the Speedster is the most exclusive 911 available in 2011, with only 356 being built, a shout-out to the early Porsche 356. The Speedster is available in historic Pure Blue or Carrera White and features the 408-hp engine under the hood.
With a history decades long, it's not very surprising that there are so many models of 911 available with engine output ranging from 345 hp to 620 hp and price tags to match. Coupes, convertibles, and venerable targa models are all still available and feature the trademark "engine behind the rear axle" drivetrain.
Walkaround
At the base level is the 911 Carrera, making 345 hp. The Carrera S bumps that number up to 385 hp. The Carrera 4 adds all-wheel drive; the Carrera 4S has the 385 hp engine and all-wheel drive. The newest addition to the Carrera lineup, the GTS, makes 408 hp. All of these models are available as a hardtop or cabriolet version.Porsche is one of the only manufacturers to still make targa models, where the roof pops out but the C pillar remains in place. The 911 Targa 4 and Targa 4S use the 3.6L, 345-hp and 3.8L 385-hp engines respectively and are only available with all-wheel drive.The 911 Turbo and Turbo S use turbocharged versions of the 3.6L and 3.8L engines, for 500 hp and 530 hp respectively. These models are also all-wheel drive, and the Turbo S comes with the 7-speed PDK transmission rather than the 6-speed manual found in the other models. The body of the Turbo 911s is also noticeable wider than the Carrera and Targa models, and it too is available as a cabriolet.From here, the 911s only get faster. The GT3 manages 193 mph, and the GT3 RS can do 0-60 mph in under 4 seconds. The RS is kitted out for track day, with unique graphics and sports exhaust. The top-of-the-line GT2 blows away all other 911s with two turbochargers and an astonishing 620 hp.
Summary
Though it's not the fastest, the Speedster is the most exclusive 911 available in 2011, with only 356 being built, a shout-out to the early Porsche 356. The Speedster is available in historic Pure Blue or Carrera White and features the 408-hp engine under the hood.
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2011 Porsche 911 Carrera Review
2011 Porsche 911 Carrera come with more powerful and potentially handling regular production Carrera, distinguishes itself from the others, by combining the 44 millimeter wider Carrera 4 body of the AWD models including a wider track, with a classic rear-wheel drive. Other noticeable differences translates into the 9-inch center-mount RS Spyder wheels, painted black, with high-gloss rim flanges and 305/30 R 19 tires on the rear axle.
Summary
Carrera also include best a SportDesign front bumper with a black spoiler edge and black side skirts. The rear bumper is painted black between the tailpipes and Carrera GTS logos are added to the doors and engine cover. For price, The Carrera GTS will be starts at $103,100 and $112,900 for the cabriolet version.
2011 Porsche 911 Carrera come with more powerful and potentially handling regular production Carrera, distinguishes itself from the others, by combining the 44 millimeter wider Carrera 4 body of the AWD models including a wider track, with a classic rear-wheel drive. Other noticeable differences translates into the 9-inch center-mount RS Spyder wheels, painted black, with high-gloss rim flanges and 305/30 R 19 tires on the rear axle.
Summary
Carrera also include best a SportDesign front bumper with a black spoiler edge and black side skirts. The rear bumper is painted black between the tailpipes and Carrera GTS logos are added to the doors and engine cover. For price, The Carrera GTS will be starts at $103,100 and $112,900 for the cabriolet version.
2011 Porsche Cayenne Now Available at FleetRates.com MSRP $60,020 SALE $58,175 Call 1-800-851-9000
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2011 Porsche Cayenne
2011 Porsche Cayenne
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2011 Porsche Cayenne Review
If you notice hints ofPanamera, it's no mistake. The sculpted hood, headlights, and grillemimic Porsche's other contentious model. Dimensionally, the Cayenne is1.9-inches longer than its predecessor overall with a 1.6-inch longerwheelbase. More interior passenger and cargo space are the result,Porsche points out. Its backend gets restyled LED taillights, also veryreminiscent of the Panamera's wide, curvaceous units. But the longerbody doesn't necessarily mean more mass. Thanks to a new all-wheel drivesetup and the use of new materials (Porsche wasn't specific), the rangeas a whole is promised to be lighter and more efficient.
Walkaround
A decoupling clutch connects the engine to the electric motor andensures a smooth transition of power throughout the driving cycle.Electric power can propel the Cayenne at speeds up to 40 mph, accordingto Porsche. It can also "sail" on the highway by shutting down the V-6at speeds up to 97 mph. The entry-level Cayenne maintains its 3.6-literV-6, but thanks to a few tweaks and eight-speed transmission, it gets 10more horses (for a total of 300-horsepower) and is 20 percent more fuelefficient on the combined European cycle. Occupying the middle groundis a more powerful 400-horsepower (up 15 ponies) Cayenne S. Its4.8-liter V-8's fuel efficiency is 23 percent better than last year'smodel. Same goes for the Cayenne Turbo's 500-horsepower V-8.Interestingly, there was no word yet on the autobahn-eating550-horserpower Turbo S or sportier GTS. The modern design continuesinside. With more room to work with, engineers implemented a high centerconsole between the two front passengers. Like the Panamera, it bearsan elongated form, with a litany of control buttons set below and oneither side of the Tiptronic lever. The leather dash gets a TFT screencapable of controlling all the pertinent in-cabin goodies. It's flankedby tall aluminum-surrounded HVAC vents. The whole is attractive, in truePorsche style. A huge chunk of weight came out of the body, too, with86 pounds eliminated through redesigned doors, 42 from a lighterinterior, 22 from different electrical components, and 17 from variousbody-shell changes and other structural-attachment efficiencies. Despitethese weight reductions, overall structural stiffness was increased by15 percent, says Porsche. The difference between the sum of all thesefigures and the actual reduction amount is the additional content andreinforcement that had to be added in order to meet various legalrequirements. Reducing a vehicles weight while adding content is quitean achievement.
Summary
With thissecond-generation Cayenne, Porsche has taken to heart many of thecriticisms of the previous model. Most important, the company has takenabout 400 pounds out of the Cayenne. About 70 pounds of that come fromthe elimination of the two-speed transfer case. Instead, the new modelgets an eight-speed automatic with a lower first-gear ratio and moresophisticated traction control. About 65 pounds were found in otherengine and powertrain reductions. Greater use of aluminum in the chassisyielded 72 pounds, lighter wheels and tires shaved 17 more, an electricparking brake dropped 13, and structural efficiencies eliminated 42pounds.
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2011 Porsche Panamera Out Now and At Fleetrates.com MSRP $77,700 SALE $75,975 Call 1-800-851-9000
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2011 Porsche Panamera Review
The V-6 Panamera and its all-wheel-drive sibling offer 300 horsepower and 295 pound-feet of torque. Acceleration times are still quick--6.0 seconds to 60 mph for the rear-drive model and 5.8 seconds for the Panamera 4. You can shave another 0.2 seconds off each time with the addition of the Sport Chrono Package Plus option, which fits the PDK dual-clutch gearbox among other upgrades. Top speeds are 160 mph for the Panamera and 159 mph for the Panamera 4.
The least-powerful Panamera also is the best-handling one, partly due to the fact that the V-6 is some 60 pounds lighter than the V-8, according to Porsche, removing some heft from the front of the car. The standard suspension is steel, and we’d describe it as dry and honest. The car’s full potential is unleashed by the optional Porsche Active Suspension Management (PASM) and air suspension, which allow you to switch the characteristics of the chassis among comfort, sport, and sport plus. Further adding Porsche Dynamic Chassis Control effectively eliminates body roll, and a torque-vectoring system makes the Panamera feel more agile via targeted braking on each rear wheel. With the full set of options, the Panamera feels as if it could drive circles around other luxury sedans. Turn-in is precise, although we think the speed-sensitive Servotronic steering should have more weight at lower velocities. But you always feel in control, and there is none of the artificial feel that can characterize the active steering in some Audi and BMW models.
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2011 Porsche Boxster Spyder Now Available At Fleetrates.com MSRP $74350 Call For Sale 888-861-8080
2011 Porsche Boxster Spyder
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2011 Porsche Boxster Spyder Review
With atargeted U.S. launch of summer 2010, the 2011 Porsche Boxster Spyderwill assume its rightful place at the top of the Boxster roadsterlineup. With 10 more horsepower than the Boxster S, 176 fewerpounds to haul around and a lowered suspension, the result is akeenly sharper driving experience. To save weight for Porsche'smost extreme expression of Boxster performance, non- essentials likethe air- conditioning and radio have been removed from the standardfeatures list (they can be added back as options). Thepower-operated top is also gone, replaced by a fabric top that hasto be manually erected.
Walkaround
Notable inclusions consist of the 320-hp 3.4-liter flat-6 engine, amechanical limited -slip differential, a choice of standard six-speedmanual or optional seven-speed PDK dual-clutch automated manualtransmission, exclusive wheels and a recalibrated and lowered sportsuspension that helps shave an inch from the standard Boxster'scenter of gravity. Perhaps even more telling are the benefits thataccrue from these impressive attributes. On the move, the BoxsterSpyder is at once sharp and supple, responsive yet calm, smooth yetimmensely powerful. It is, most certainly, a product of much morethan a simple weight reduction.
Summary
When you factor in all the passion and hardware required to create avehicle as exclusive as the Boxster Spyder -- not to mention itsunique bodywork, interior and exclusive manual top -- it's clearthat this machine is destined to be a rarefied and worthy additionto Porsche's already formidable sports car lineup.
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2010 Porsche 911 Carrera 4S Available at Low Fleet Prices Call 800-851-9000
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2010 Porsche 911 Carrera Review
The 2010 Porsche911 Carrera is a 2-door, 4-passenger luxury sports car or a convertiblesports car, available in 4 trims: Base, Cabriolet, S, and S Cabriolet.Combining traditional styling cues with modern technology andconvenience, the 2010 Porsche 911 Carrera is better equipped andperforms better than its predecessors. Whether your criterion whenchoosing a car is comfort, safety, luxury or performance, the 2010Porsche 911 Carrera fits the bill exactly. Taller, wider and shorterstem to stern, the 2010 Porsche 911 Carrera can offer awesome levels ofperformance. Redesigned for 2010, the 2010 Porsche 911 Carrera comespacked with the features and specs that make it hog the limelight andattract its target customers. For 2010, the new Porsche 911 will beinitially available as a Carrera and a Carrera S in coupe format only.
Preformance
The engine on the 2010 Porsche 911 Carrera is capable of achieving 0-60mph acceleration in 4.8 seconds. The revised emission and exhaustsystems make the engine eco-friendly. The vehicle is equipped withPorsche Active Suspension Management (PASM), which makes the shockabsorbers, and suspension continually adjust to road and drivingconditions. Whether you are looking for a vehicle overview, standardequipment, safety features or engine specs on the 2010 Porsche 911Carrera, our web page can provide you with a nice insight. Severalrevisions to the current 997 chassis have improved the Turbo'sstability at speed and in the corners. At the rear end, engineersfitted higher-rate, progressive-wound springs and variable shockabsorbers with tighter valving. Combined with a stiffer front anti-rollbar and a softer rear bar, these settings are intended to stabilize anyride-height fluctuations and make the car's transition to oversteermore progressive.
Summary
Priced at$132,800 for the coupe, and $143,800 for the Cabrio, the new 911Turbo's least attractive aspect is how quickly those figures increaseonce you start checking options. And some of the options really bringout the best of the carthe PDK transmission and the Sport Chronopackage both come to mind. But the car is still considerably lessexpensive than some of the vehicles that play in this league, and it'sarguably more durable to boot. Porsches have long had the reputationfor everyday driveability, and the seventh-generation 911 Turbo is noexception. It may have 500 hp, but unlike many "super" cars, the Turbomakes it easy to climb behind the wheel and is easy to see out of andsimple to manage in the narrow lanes of small villages. A practical500-hp sports car? Perhaps.
2010 Porsche 911 Carrera Review
The 2010 Porsche911 Carrera is a 2-door, 4-passenger luxury sports car or a convertiblesports car, available in 4 trims: Base, Cabriolet, S, and S Cabriolet.Combining traditional styling cues with modern technology andconvenience, the 2010 Porsche 911 Carrera is better equipped andperforms better than its predecessors. Whether your criterion whenchoosing a car is comfort, safety, luxury or performance, the 2010Porsche 911 Carrera fits the bill exactly. Taller, wider and shorterstem to stern, the 2010 Porsche 911 Carrera can offer awesome levels ofperformance. Redesigned for 2010, the 2010 Porsche 911 Carrera comespacked with the features and specs that make it hog the limelight andattract its target customers. For 2010, the new Porsche 911 will beinitially available as a Carrera and a Carrera S in coupe format only.
Preformance
The engine on the 2010 Porsche 911 Carrera is capable of achieving 0-60mph acceleration in 4.8 seconds. The revised emission and exhaustsystems make the engine eco-friendly. The vehicle is equipped withPorsche Active Suspension Management (PASM), which makes the shockabsorbers, and suspension continually adjust to road and drivingconditions. Whether you are looking for a vehicle overview, standardequipment, safety features or engine specs on the 2010 Porsche 911Carrera, our web page can provide you with a nice insight. Severalrevisions to the current 997 chassis have improved the Turbo'sstability at speed and in the corners. At the rear end, engineersfitted higher-rate, progressive-wound springs and variable shockabsorbers with tighter valving. Combined with a stiffer front anti-rollbar and a softer rear bar, these settings are intended to stabilize anyride-height fluctuations and make the car's transition to oversteermore progressive.
Summary
Priced at$132,800 for the coupe, and $143,800 for the Cabrio, the new 911Turbo's least attractive aspect is how quickly those figures increaseonce you start checking options. And some of the options really bringout the best of the carthe PDK transmission and the Sport Chronopackage both come to mind. But the car is still considerably lessexpensive than some of the vehicles that play in this league, and it'sarguably more durable to boot. Porsches have long had the reputationfor everyday driveability, and the seventh-generation 911 Turbo is noexception. It may have 500 hp, but unlike many "super" cars, the Turbomakes it easy to climb behind the wheel and is easy to see out of andsimple to manage in the narrow lanes of small villages. A practical500-hp sports car? Perhaps.
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2010 Porsche Panamera S
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2010 Porsche Panamera Review
The 2010 Panamera is a four-door, four-seat, fastback sports car with a hatchback at the rear. Porsche officials say it is alone, unique in the world of Gran Turismo cars that it creates the Panamera class. Of course, there are competitors, whether or not Porsche considers them in the same class. One is the upcoming Aston Martin Rapide, others might include the Mercedes-Benz CLS and Maserati Quattroporte. Some buyers might also cross-shop the BMW M5, Mercedes CLS63 AMG and Jaguar XFR to name three more. What we'll all agree on is that the Panamera is a grand tourer. It will be offered initially with V-8 engines derived from the Cayenne SUV, though six-cylinder cars are coming and they might even reach our shores with a slick-shifting manual transmission. As big four-doors go, the Panamera is a performance car without question. The naturally aspirated S base model (400 horsepower) comes in two- or four-wheel drive and starts at $115,100. The super-car-baiting Panamera Turbo (500 hp) will also hit showrooms in October, stickered at $155,000. It comes standard with all-wheel drive. Porsche is also planning on a Panamera hybrid, a diesel variant and, very likely, a faster GTS/Turbo S, too. We'll see.
Interior Features and Powertrains
The Panamera easily seats four in comfort and even big guys can get comfortable in back. Rumour has it that Wendelin Wiedeking, Porsche's CEO, had to be able to sit in the back of the Panamera comfortably before the car's design would get the green light. The rear seats are comfortable and very supportive, though seats front and back do not seem as wide as what's in traditional big luxury cars such as the BMW 7-Series and Mercedes-Benz S-Class, two other possible rivals, though not directly. What separates the Panamera from others is the low-slung design, which translates into a low-set cabin. It's different and sexy and quite similar to a Porsche 911. A high transmission tunnel running the length of the passenger space creates individual seating spaces, but robs the cabin of room, too. A high-set gear lever and clear switchgear and dials are just exactly what a driving enthusiast wants. The rear seats split and fold to enhance cargo space, so there is a practical piece here, too. More than anything, though, the Panamera drives like a Porsche, like a larger 911 mated to a Cayenne. But there is no getting around the fact this car weighs two tonnes. And let's not forget the Panamera is a front-engine car, not a rear-engine sports car like the 911. The twin turbo, with its 4.8-litre V-8, is a monster. My tester, with the Sports Chrono package ($3,110) that includes a launch-control function on the standard seven-sped PDK twin-clutch transmission, played happily with the roads and autobahns of Bavaria. The car will hit 100 km/h in about four seconds and I had it up to 260 km/h and felt safe all the way.
Summary
This is an indecently fast car, one that makes a thrilling sound when the engine and turbos spool up to do their business. Air-springs are standard on the Turbo and they have three modes of stiffness: compliant, Sport and Sport Plus. Sport firms things up a bit, while Sport Plus is a gearhead's dream. You want to feel planted in the corners? This is for you. Sport Plus engages active anti-roll bars to eliminate roll. The car steers precisely, though there is more feel in a 911. The normally aspirated model is fitted with steel springs and some of the engineers say they prefer them, that they are more authentic and deliver more feel. Another feature for enthusiasts is the electronically controlled rear differential. It brakes a lightly loaded inside rear tire to help straighten you out when exiting a corner exit. If things get really hairy, there is a full range of air bags and other safety features. Standard. While the exterior design is controversial, there is no denying the Panamera's prowess on the road. It's a real gem for enthusiasts who love to drive and especially for those who live and breathe Porsche.
2010 Porsche Panamera Review
The 2010 Panamera is a four-door, four-seat, fastback sports car with a hatchback at the rear. Porsche officials say it is alone, unique in the world of Gran Turismo cars that it creates the Panamera class. Of course, there are competitors, whether or not Porsche considers them in the same class. One is the upcoming Aston Martin Rapide, others might include the Mercedes-Benz CLS and Maserati Quattroporte. Some buyers might also cross-shop the BMW M5, Mercedes CLS63 AMG and Jaguar XFR to name three more. What we'll all agree on is that the Panamera is a grand tourer. It will be offered initially with V-8 engines derived from the Cayenne SUV, though six-cylinder cars are coming and they might even reach our shores with a slick-shifting manual transmission. As big four-doors go, the Panamera is a performance car without question. The naturally aspirated S base model (400 horsepower) comes in two- or four-wheel drive and starts at $115,100. The super-car-baiting Panamera Turbo (500 hp) will also hit showrooms in October, stickered at $155,000. It comes standard with all-wheel drive. Porsche is also planning on a Panamera hybrid, a diesel variant and, very likely, a faster GTS/Turbo S, too. We'll see.
Interior Features and Powertrains
The Panamera easily seats four in comfort and even big guys can get comfortable in back. Rumour has it that Wendelin Wiedeking, Porsche's CEO, had to be able to sit in the back of the Panamera comfortably before the car's design would get the green light. The rear seats are comfortable and very supportive, though seats front and back do not seem as wide as what's in traditional big luxury cars such as the BMW 7-Series and Mercedes-Benz S-Class, two other possible rivals, though not directly. What separates the Panamera from others is the low-slung design, which translates into a low-set cabin. It's different and sexy and quite similar to a Porsche 911. A high transmission tunnel running the length of the passenger space creates individual seating spaces, but robs the cabin of room, too. A high-set gear lever and clear switchgear and dials are just exactly what a driving enthusiast wants. The rear seats split and fold to enhance cargo space, so there is a practical piece here, too. More than anything, though, the Panamera drives like a Porsche, like a larger 911 mated to a Cayenne. But there is no getting around the fact this car weighs two tonnes. And let's not forget the Panamera is a front-engine car, not a rear-engine sports car like the 911. The twin turbo, with its 4.8-litre V-8, is a monster. My tester, with the Sports Chrono package ($3,110) that includes a launch-control function on the standard seven-sped PDK twin-clutch transmission, played happily with the roads and autobahns of Bavaria. The car will hit 100 km/h in about four seconds and I had it up to 260 km/h and felt safe all the way.
Summary
This is an indecently fast car, one that makes a thrilling sound when the engine and turbos spool up to do their business. Air-springs are standard on the Turbo and they have three modes of stiffness: compliant, Sport and Sport Plus. Sport firms things up a bit, while Sport Plus is a gearhead's dream. You want to feel planted in the corners? This is for you. Sport Plus engages active anti-roll bars to eliminate roll. The car steers precisely, though there is more feel in a 911. The normally aspirated model is fitted with steel springs and some of the engineers say they prefer them, that they are more authentic and deliver more feel. Another feature for enthusiasts is the electronically controlled rear differential. It brakes a lightly loaded inside rear tire to help straighten you out when exiting a corner exit. If things get really hairy, there is a full range of air bags and other safety features. Standard. While the exterior design is controversial, there is no denying the Panamera's prowess on the road. It's a real gem for enthusiasts who love to drive and especially for those who live and breathe Porsche.
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2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
Acura | Audi | BMW | Buick | Cadillac | Chevrolet | Chrysler | Dodge | Ford | GMC | Honda | Hummer | Hyundai
Infiniti | Jaguar | Jeep | Kia Land Rover | Lexus | Lincoln | Mazda | Mercedes-Benz | Mercury | Mini
Nissan | Pontiac | Porsche | Saab | Saturn | Scion | Smart | Subaru Suzuki | Toyota | Volvo
Volkswagen | Aston Martin | Bentley | Rolls Royce | Lamborghini | Maybach