RikfromBelgium
Das Beste Enthusiast
to be honest, the same was said about the X5M, I'd wait until a head-on comparison.
Cayenne Porsche Cayenne Mk2 - First Drives (Autocar etc...)
- Thread starter martinbo
- Start date
The Porsche Cayenne is a series of automobiles manufactured by Porsche since 2002. It is a luxury crossover SUV, and has been described as both a full-sized and a mid-sized vehicle.
I told you guys that the X5-M would only enjoy 15min of fame and that the pecking order would be restored as soon as Porsche take the wraps off the Cayenne Turbo Mk.II. But off course, the spectics slammed me back contending that the X5-M is now the king of the segment and that the Turbo S is the X5-M rival and not the Turbo.
Well it's time to eat some humble pie. Read this, what Autoblog have said about the new Cayenne Turbo hafter their first drive:
We've driven the Mercedes-Benz ML63 AMG and BMW X5 M (and X6 M) on the track more than once. Although all were plenty fast, the excitement level of driving 2.5-ton SUVs, even those "race-prepared" models, around a road circuit is akin to shooting glass bottles with a Nerf gun. It simply doesn't get our adrenalin flowing.
Maneuvering through the corners, we expect body roll, squealing tires and understeer, but the Cayenne fails to deliver the bad news. Instead, it seems to land on its feet with the competence of a luxury sport sedan (it felt like we were driving a BMW 5 Series).
Today, fresh out of the fat farm with a refined set of running gear and some sexy new clothes, the automaker's hot pepper finally dances like a sport sedan. While it's no twinkle-toed Fred Astaire – and it never will be – the all-new 2011 Porsche Cayenne is finally good enough to turn those petrified cynics into believers.
First Drive: 2011 Porsche Cayenne Turbo sheds 4,177 Twinkies - and it shows — Autoblog
Never driven the X5/6M so I can't really comment on whether the new Cayenne is better than these, but based on my experience of the brother's X6 and a couple of X5s I have driven I can honestly say that the new Cayenne S is in a different league in both quality and feel.
Centurion
Apex Apex Predator
I've driven the X6 on two occasions and was taken by the dynamics an nimbleness of such a huge and heavy car. Hearing that the Cayenne is more surreal is beyond my comprehension.
Given that the early words about it are promising, the GTS version with manual tranny, road tyres, lower and stiffer ride-height might turn out to be the Porsche wagon enthusiasts have been dreaming about.
ree
Kraftwagen König
Autoblog - First Drive: Porsche Cayenne Turbo
Imagine, for a moment, that the Porsche engineering team has dropped 4,177 individually wrapped Twinkies on the lab floor. The yellow cream-filled sponge cakes are scattered shin-deep across the smooth ceramic tiles and kicked into the corners by technicians wearing white lab coats as more hit the floor. Individually, the cakes aren't very heavy. However, add 4,177 of the treats together and they weigh nearly 400 pounds.
Those thousands of Twinkies represent the average weight removed by Porsche on its all-new 2011 Cayenne. Thanks to a massive diet, the automaker's SUV emerges as a toned athlete – and we just spent two days flogging it on the track and off-road course at Barber Motorsports Park in Alabama. What's under its fresh new skin, and where did all that weight go? How does the Cayenne perform on the track? Just as importantly, has it lost its off-road capabilities? Find out this and more after the jump.
Whether we liked it or not, Porsche's first sport utility vehicle debuted for the 2003 model year. A marked departure from the automaker's countless sports cars before it, the original Cayenne was a five-passenger sport utility vehicle that boasted both on- and off-road prowess and a choice between six- and eight-cylinder front-mounted, water-cooled powerplants. It was unlike anything that had ever worn a Porsche badge. If its design and primary mission weren't enough to petrify stubborn loyalists, the fact that it shared platforms and many of its components with the Volkswagen Touareg (and Audi Q7) was sure to have them choking on their salted pretzels.
Regardless, the 2.5-ton Cayenne flew out of showrooms faster than the venerable 911 – it soon became the automaker's best-selling vehicle. In truth, it is argued in many circles that the sports car company was saved by its SUV.
Eight years later, Porsche is rolling out the all-new 2011 Cayenne – arguably one of the company's most important debuts ever – especially if one considers sheer sales volume and potential profits. Like its predecessor, the new Cayenne shares its platform and components with its Volkswagen siblings, but Porsche has taken this model much more seriously. While the first-generation Cayenne was very competent, it was burdened by a heavy four-wheel-drive system and an appearance that never really looked completely cohesive.
With its engineers fresh out of SUV-rehab, the new Porsche model emerges with a purpose. The engaging new sheetmetal (all-steel fully-galvanized body panels) wrapped around the unibody platform speaks Porsche – from the raised fenders sitting higher than the hood to the instantly recognizable ovoid headlights. The designers blacked-out the B-pillars on the new model, and lowered the waistline, so it no longer looks like it's wearing its pants too high. The rear lights now wrap onto the liftgate, and the exhaust has been more cleanly integrated. While the overall package appears much sleeker, the drag coefficient has actually increased a hundreth to .36 – styling took precedence. Vielen dank, Porsche!
Influenced heavily by the Panamera sedan – and moved upscale in appointment as a result – the Cayenne's cabin is greatly improved. The five-ring main instrument cluster is cleaner as it now features the familiar multi-function flat-screen display to the right of the tachometer. Dash vents have been lowered to flank the large navigation screen, while the center console picks up the HVAC controls. The buttons are overwhelming at first (when you get done with those, there are a dozen more overhead), but familiarization helps.
Porsche will offer four Cayenne models in North America in 2010. The first to arrive in just a couple months will be the eight-cylinder Cayenne S and the flagship Cayenne Turbo. The Cayenne S Hybrid and Cayenne V6 won't arrive until later in the year. As of now, there are no plans to offer the Cayenne Diesel on our shores.
Like the outgoing model, the 2011 Cayenne features fully independent double-wishbone suspension up front, and an independent multi-link design in the rear. Ground clearance, for the standard steel springs, is 8.7 inches. The Turbo model is also fitted with a self-leveling air suspension that adds variable ride height.……
First Drive: 2011 Porsche Cayenne Turbo sheds 4,177 Twinkies - and it shows — Autoblog
Imagine, for a moment, that the Porsche engineering team has dropped 4,177 individually wrapped Twinkies on the lab floor. The yellow cream-filled sponge cakes are scattered shin-deep across the smooth ceramic tiles and kicked into the corners by technicians wearing white lab coats as more hit the floor. Individually, the cakes aren't very heavy. However, add 4,177 of the treats together and they weigh nearly 400 pounds.
Those thousands of Twinkies represent the average weight removed by Porsche on its all-new 2011 Cayenne. Thanks to a massive diet, the automaker's SUV emerges as a toned athlete – and we just spent two days flogging it on the track and off-road course at Barber Motorsports Park in Alabama. What's under its fresh new skin, and where did all that weight go? How does the Cayenne perform on the track? Just as importantly, has it lost its off-road capabilities? Find out this and more after the jump.
Whether we liked it or not, Porsche's first sport utility vehicle debuted for the 2003 model year. A marked departure from the automaker's countless sports cars before it, the original Cayenne was a five-passenger sport utility vehicle that boasted both on- and off-road prowess and a choice between six- and eight-cylinder front-mounted, water-cooled powerplants. It was unlike anything that had ever worn a Porsche badge. If its design and primary mission weren't enough to petrify stubborn loyalists, the fact that it shared platforms and many of its components with the Volkswagen Touareg (and Audi Q7) was sure to have them choking on their salted pretzels.
Regardless, the 2.5-ton Cayenne flew out of showrooms faster than the venerable 911 – it soon became the automaker's best-selling vehicle. In truth, it is argued in many circles that the sports car company was saved by its SUV.
Eight years later, Porsche is rolling out the all-new 2011 Cayenne – arguably one of the company's most important debuts ever – especially if one considers sheer sales volume and potential profits. Like its predecessor, the new Cayenne shares its platform and components with its Volkswagen siblings, but Porsche has taken this model much more seriously. While the first-generation Cayenne was very competent, it was burdened by a heavy four-wheel-drive system and an appearance that never really looked completely cohesive.
With its engineers fresh out of SUV-rehab, the new Porsche model emerges with a purpose. The engaging new sheetmetal (all-steel fully-galvanized body panels) wrapped around the unibody platform speaks Porsche – from the raised fenders sitting higher than the hood to the instantly recognizable ovoid headlights. The designers blacked-out the B-pillars on the new model, and lowered the waistline, so it no longer looks like it's wearing its pants too high. The rear lights now wrap onto the liftgate, and the exhaust has been more cleanly integrated. While the overall package appears much sleeker, the drag coefficient has actually increased a hundreth to .36 – styling took precedence. Vielen dank, Porsche!
Influenced heavily by the Panamera sedan – and moved upscale in appointment as a result – the Cayenne's cabin is greatly improved. The five-ring main instrument cluster is cleaner as it now features the familiar multi-function flat-screen display to the right of the tachometer. Dash vents have been lowered to flank the large navigation screen, while the center console picks up the HVAC controls. The buttons are overwhelming at first (when you get done with those, there are a dozen more overhead), but familiarization helps.
Porsche will offer four Cayenne models in North America in 2010. The first to arrive in just a couple months will be the eight-cylinder Cayenne S and the flagship Cayenne Turbo. The Cayenne S Hybrid and Cayenne V6 won't arrive until later in the year. As of now, there are no plans to offer the Cayenne Diesel on our shores.
Like the outgoing model, the 2011 Cayenne features fully independent double-wishbone suspension up front, and an independent multi-link design in the rear. Ground clearance, for the standard steel springs, is 8.7 inches. The Turbo model is also fitted with a self-leveling air suspension that adds variable ride height.……
First Drive: 2011 Porsche Cayenne Turbo sheds 4,177 Twinkies - and it shows — Autoblog
ree
Kraftwagen König
CarEnthusiast - First Drive: Porsche Cayenne Diesel
| First Drive | Goodwood, England | Porsche Cayenne Diesel |
If it weren't for the Cayenne, Porsche fans might not have the choice they have today. The Cayenne is the German firm's biggest selling model worldwide so it helps pay for the development of the sports cars. That's a good enough reason for us to like it. That it's at the top of its game as well is another.
In the Metal
The first-generation Cayenne never won many fans for its looks, but this all-new car manages to mix Porsche styling cues with SUV proportions very effectively indeed. It's a good looker, inside and out, the exterior far sharper and more sporting than before and the inside benefitting from massively improved materials and the cockpit feel of the Panamera.
What's most impressive though is that, despite larger exterior dimensions (to the benefit of passenger space inside), the Cayenne looks smaller on the road. That's a clever trick, and makes the Cayenne a far better rival for its German premium SUV competition.
What you get for your Money
This Cayenne Diesel starts at around £44,000, which gets you a 240bhp 3.0-litre V6 turbodiesel mated to an eight-speed automatic transmission driving all four wheels. The drivetrain includes auto start-stop to help reduce fuel consumption.
Inside there's two-zone climate control, leather, cruise control, power seats, front and rear parking sensors, 18-inch alloy wheels and an audio system with a seven-inch touch-screen. Naturally, you can add a lot to that, the Cayenne needing Bluetooth telephony, an iPod interface and Porsche Communication Management (including satnav) as a minimum to be properly specified. For that lot you'll need another £3,000-£4,000.
Driving it
The new Cayenne builds on the solid basis demonstrated by its predecessor, which means it drives with agility and precision that no two-tonne, tall SUV has any right to. The turbodiesel feels brisker than its 7.8-second 0-62mph time suggests, it even sounding pleasingly rorty when you're driving it without any thought to economy. The steering is nicely weighted too and delivers a level of detail that's unusual for any car, let alone a big SUV, giving you the confidence to place it exactly where you want it.
That, along with the smooth eight-speed automatic transmission, makes the Cayenne Diesel one of the most enjoyable to drive SUVs on the market. That's with the proviso that you've splashed out on the Sport steering wheel, which bins the utterly hopeless push-me-pull-me automatic shift buttons and replaces them with a proper paddle set up.
Fitted with the optional PASM (Porsche Active Suspension Management) and larger 19-inch wheels, the Cayenne Diesel rides decently enough. Cornering is largely roll-free when in Sport mode, though you pay for that with a sometimes busy ride on rougher surfaces. Usefully, the road-smoothing Comfort mode is only a button push away.
Worth Noting
The Cayenne Hybrid may better the Diesel's 195g/km CO2 emissions by 2g/km, but it's the oil-burner that's the more economical. The turbodiesel Cayenne has a combined economy figure of 38.2mpg, bettering the Hybrid S's 34.4mpg result. Add a £14,000 premium for the Hybrid S and it seems to make little sense for British buyers.
Summary
Bigger - yet looking smaller and smarter - and better than ever to drive, the new Porsche Cayenne Diesel is a quite brilliant all-rounder. It's quick enough to discount the madder petrol versions for all but the wealthy few who can afford the fuel bills they attract.
| First Drive | Goodwood, England | Porsche Cayenne Diesel |
If it weren't for the Cayenne, Porsche fans might not have the choice they have today. The Cayenne is the German firm's biggest selling model worldwide so it helps pay for the development of the sports cars. That's a good enough reason for us to like it. That it's at the top of its game as well is another.
In the Metal
The first-generation Cayenne never won many fans for its looks, but this all-new car manages to mix Porsche styling cues with SUV proportions very effectively indeed. It's a good looker, inside and out, the exterior far sharper and more sporting than before and the inside benefitting from massively improved materials and the cockpit feel of the Panamera.
What's most impressive though is that, despite larger exterior dimensions (to the benefit of passenger space inside), the Cayenne looks smaller on the road. That's a clever trick, and makes the Cayenne a far better rival for its German premium SUV competition.
What you get for your Money
This Cayenne Diesel starts at around £44,000, which gets you a 240bhp 3.0-litre V6 turbodiesel mated to an eight-speed automatic transmission driving all four wheels. The drivetrain includes auto start-stop to help reduce fuel consumption.
Inside there's two-zone climate control, leather, cruise control, power seats, front and rear parking sensors, 18-inch alloy wheels and an audio system with a seven-inch touch-screen. Naturally, you can add a lot to that, the Cayenne needing Bluetooth telephony, an iPod interface and Porsche Communication Management (including satnav) as a minimum to be properly specified. For that lot you'll need another £3,000-£4,000.
Driving it
The new Cayenne builds on the solid basis demonstrated by its predecessor, which means it drives with agility and precision that no two-tonne, tall SUV has any right to. The turbodiesel feels brisker than its 7.8-second 0-62mph time suggests, it even sounding pleasingly rorty when you're driving it without any thought to economy. The steering is nicely weighted too and delivers a level of detail that's unusual for any car, let alone a big SUV, giving you the confidence to place it exactly where you want it.
That, along with the smooth eight-speed automatic transmission, makes the Cayenne Diesel one of the most enjoyable to drive SUVs on the market. That's with the proviso that you've splashed out on the Sport steering wheel, which bins the utterly hopeless push-me-pull-me automatic shift buttons and replaces them with a proper paddle set up.
Fitted with the optional PASM (Porsche Active Suspension Management) and larger 19-inch wheels, the Cayenne Diesel rides decently enough. Cornering is largely roll-free when in Sport mode, though you pay for that with a sometimes busy ride on rougher surfaces. Usefully, the road-smoothing Comfort mode is only a button push away.
Worth Noting
The Cayenne Hybrid may better the Diesel's 195g/km CO2 emissions by 2g/km, but it's the oil-burner that's the more economical. The turbodiesel Cayenne has a combined economy figure of 38.2mpg, bettering the Hybrid S's 34.4mpg result. Add a £14,000 premium for the Hybrid S and it seems to make little sense for British buyers.
Summary
Bigger - yet looking smaller and smarter - and better than ever to drive, the new Porsche Cayenne Diesel is a quite brilliant all-rounder. It's quick enough to discount the madder petrol versions for all but the wealthy few who can afford the fuel bills they attract.
Everything else is just perfect.
ree
Kraftwagen König
I saw one during the A380 landing in Hannover - was even the US model. And I instantly love it. Fantastic design, combined with elegance and sportiness…
ree
Kraftwagen König
Autocar - First Drive: Cayenne Diesel
What is it?
Forget the Turbo, this is the crucial Cayenne. At least it is in the UK, where the diesel powered Cayenne is forecast to account for more sales than any other model.
Given that diesel power only arrived in the previous Cayenne towards the end of its life cycle, it is perhaps not surprising that the engine is one of the few elements not to have been changed for this next generation model.
So we still have a 3.0-litre V6 producing 237bhp and 406 lb ft of torque. However, like every other Cayenne, the diesel benefits from a considerable weight loss, (in this case 140kg), improving performance and economy.
………
Should I buy one?
On second thoughts don’t forget the Turbo, because its an astonishing machine, but for almost half the price the diesel is difficult to ignore.
Porsche Cayenne Diesel - Road Test First Drive - Autocar.co.uk
What is it?
Forget the Turbo, this is the crucial Cayenne. At least it is in the UK, where the diesel powered Cayenne is forecast to account for more sales than any other model.
Given that diesel power only arrived in the previous Cayenne towards the end of its life cycle, it is perhaps not surprising that the engine is one of the few elements not to have been changed for this next generation model.
So we still have a 3.0-litre V6 producing 237bhp and 406 lb ft of torque. However, like every other Cayenne, the diesel benefits from a considerable weight loss, (in this case 140kg), improving performance and economy.
………
Should I buy one?
On second thoughts don’t forget the Turbo, because its an astonishing machine, but for almost half the price the diesel is difficult to ignore.
Porsche Cayenne Diesel - Road Test First Drive - Autocar.co.uk
Porsche Cayenne Diesel
OK, sorry for the delay but I only got the chance to drive the Cayenne Diesel today and here is what I thought.
First off, 18" alloys are far to small for such a big SUV and the only stock size that suits it's bulk is the 20" which I also drove earlier and don't effect the ride that much but it was interesting to see the difference in looks and feel how good the suspension copes between the narrower and stiffer side wall of the bigger alloy and these more traditional SUV sized rubber.
I grabbed the car during lunch, so had it for an hour and a half (will get feed when I get home later) and drove a good mix of motorway, town and back roads to not only get a feel for the handling and poise but see how the 8sp auto matched the limited power but ample torque of the 3.0d engine (Audi sourced). In day to day and general stop/start traffic the diesel copes amazingly well, in fact it's much smoother at this than the petrol 4.8L S model and in my mind at least the gearbox suits the lazier power delivery of the diesel, but one thing I did notice was how good DCTs have come on in recent years, not only was my DSG equipped S4 smoother on upshifts compared to this latest automatic from ZF but it's just as good at picking the right gear for every occasion. On back roads I found the power a mixed bag, yes it's an improvement from the last model, feeling not only more potent but also more willing to pull on small amounts of throttle and though when you floor the throttle it does overtake with real gusto but once you are beyond the normal sensible speeds it's size, weight and aerodynamics leave you wanting the big petrol.
Well that is until you see the mpg it's capable of, driving the thing harder than I would normally if it was my own (this was a test drive after all) I was dumbfounded to see I returned 38.9mpg which included traffic jams (the engine cut-off works a treat) and a good spell at over 80mph. In the petrol you'll struggle to get much better than half of this.
Handling, even of the high side walled 18" rubber was first rate, genuinely better than all the other hands down, I don't care which brand you favour but none of them get close to offering this level of body control, balance, grip, comfort and steering feel. Though while mentioning the steering feel, this is the second time I have driven the 'servotronic' setup I frankly I must prefer the more uniform level of resistance than comes without this option, in 'comfort' mode the car not only soften the suspension but lightens the steering, too light for me personally, both 'normal' and 'sport' and much better and even in 'sport' mode the ride is well better than simply acceptable, with the 18" it very comfortable indeed, though on 20" the bumps and ridges are felt and heard much more.
Interior, as this is really the bread and butter version for Porsche, so this demo hadn't the customary full leather dash and trimmings that most Porsche owners pick, frankly as a first for Porsche this is a brilliant match of both plastic and leather grain quality, the two look identical and the plastic is spongy as all good dashes are, same goes for the door capping and all other areas I noticed. I would seriously question whether it's worth throwing £2K+ into full leather if you intend to keep the black interior. Whether it will still look as good in either grey or tan is debatable but in black it's perfect in my opinion.
The standard seats are remarkably comfortable, will grip most people well enough though for people of smaller size might find it worthwhile checking out the sport seat, another thing worth noting is the rear seat that not only slids forward and back to either increase boot space or passenger leg room but also tilts to angle of seat back when in the most forward position improving the comfort in the rear, a big bonus on longer journeys.
I know BMW fans dislike lots of buttons but for those that do like it this car like the Panamera is an eye feast, all the buttons have a really nice feel though I do feel the stereo is over complicated but in probably no time at all it too will come as second nature. Stock speakers like most cars are for those not really into their music, the Bose is much better and in my mind worth the expense though after listening to the Burmester system I do question whether there is enough of an improvement to warrant the almost three times the price.
Summary.
This is all the SUV and Porsche Cayenne one would ever really need, but given the choice who wouldn't pick the Cayenne Turbo, but based on this experience the other three models (3.6L, 4.8L and Hybrid) are all surplus to requirements.
P.S.
If you are the type of guy who's into their car keys this is a real cute one.
OK, sorry for the delay but I only got the chance to drive the Cayenne Diesel today and here is what I thought.
First off, 18" alloys are far to small for such a big SUV and the only stock size that suits it's bulk is the 20" which I also drove earlier and don't effect the ride that much but it was interesting to see the difference in looks and feel how good the suspension copes between the narrower and stiffer side wall of the bigger alloy and these more traditional SUV sized rubber.
I grabbed the car during lunch, so had it for an hour and a half (will get feed when I get home later) and drove a good mix of motorway, town and back roads to not only get a feel for the handling and poise but see how the 8sp auto matched the limited power but ample torque of the 3.0d engine (Audi sourced). In day to day and general stop/start traffic the diesel copes amazingly well, in fact it's much smoother at this than the petrol 4.8L S model and in my mind at least the gearbox suits the lazier power delivery of the diesel, but one thing I did notice was how good DCTs have come on in recent years, not only was my DSG equipped S4 smoother on upshifts compared to this latest automatic from ZF but it's just as good at picking the right gear for every occasion. On back roads I found the power a mixed bag, yes it's an improvement from the last model, feeling not only more potent but also more willing to pull on small amounts of throttle and though when you floor the throttle it does overtake with real gusto but once you are beyond the normal sensible speeds it's size, weight and aerodynamics leave you wanting the big petrol.
Well that is until you see the mpg it's capable of, driving the thing harder than I would normally if it was my own (this was a test drive after all
) I was dumbfounded to see I returned 38.9mpg which included traffic jams (the engine cut-off works a treat) and a good spell at over 80mph. In the petrol you'll struggle to get much better than half of this.Handling, even of the high side walled 18" rubber was first rate, genuinely better than all the other hands down, I don't care which brand you favour but none of them get close to offering this level of body control, balance, grip, comfort and steering feel. Though while mentioning the steering feel, this is the second time I have driven the 'servotronic' setup I frankly I must prefer the more uniform level of resistance than comes without this option, in 'comfort' mode the car not only soften the suspension but lightens the steering, too light for me personally, both 'normal' and 'sport' and much better and even in 'sport' mode the ride is well better than simply acceptable, with the 18" it very comfortable indeed, though on 20" the bumps and ridges are felt and heard much more.
Interior, as this is really the bread and butter version for Porsche, so this demo hadn't the customary full leather dash and trimmings that most Porsche owners pick, frankly as a first for Porsche this is a brilliant match of both plastic and leather grain quality, the two look identical and the plastic is spongy as all good dashes are, same goes for the door capping and all other areas I noticed. I would seriously question whether it's worth throwing £2K+ into full leather if you intend to keep the black interior. Whether it will still look as good in either grey or tan is debatable but in black it's perfect in my opinion.
The standard seats are remarkably comfortable, will grip most people well enough though for people of smaller size might find it worthwhile checking out the sport seat, another thing worth noting is the rear seat that not only slids forward and back to either increase boot space or passenger leg room but also tilts to angle of seat back when in the most forward position improving the comfort in the rear, a big bonus on longer journeys.
I know BMW fans dislike lots of buttons but for those that do like it this car like the Panamera is an eye feast, all the buttons have a really nice feel though I do feel the stereo is over complicated but in probably no time at all it too will come as second nature. Stock speakers like most cars are for those not really into their music, the Bose is much better and in my mind worth the expense though after listening to the Burmester system I do question whether there is enough of an improvement to warrant the almost three times the price.
Summary.
This is all the SUV and Porsche Cayenne one would ever really need, but given the choice who wouldn't pick the Cayenne Turbo, but based on this experience the other three models (3.6L, 4.8L and Hybrid) are all surplus to requirements.
P.S.
If you are the type of guy who's into their car keys this is a real cute one.
Giannis
Staff member
Sorry for the long delay in adding my opinions of the Cayenne Hybrid. Anyway here they are.
Disappointing.
This is the best way to describe the experience, part of the problem comes from the interaction between the petrol engine and the electric mode, slightest touch of the throttle and engine kicks in, so in my opinion progress could be smooth. Hard to say if handling was much affected by the extra weight of batteries but you do notice that it feels less agile than say the S or diesel.
Would I buy one? Not a chance, the V8 S has a sweeter engine note and a smoother action, plus the the diesel drives better and offers more real world economy.
Like all Hybrids it's a dead duck.
Disappointing.
This is the best way to describe the experience, part of the problem comes from the interaction between the petrol engine and the electric mode, slightest touch of the throttle and engine kicks in, so in my opinion progress could be smooth. Hard to say if handling was much affected by the extra weight of batteries but you do notice that it feels less agile than say the S or diesel.
Would I buy one? Not a chance, the V8 S has a sweeter engine note and a smoother action, plus the the diesel drives better and offers more real world economy.
Like all Hybrids it's a dead duck.
Exactly this is the only Hybrid I have driven and the only reason for driving this one was because of the brand and it's close connection with VAG products.
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Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
Official website: Porsche
Official website: Porsche
