2019 Porsche Cayenne Review, Ratings, Specs, Prices, And Photos
Across most of the 2013 Porsche Cayenne model line鈥攁nd that includes the new Cayenne Diesel鈥攜ou get strong, satisfying performance. A six-speed manual is standard on the base Cayenne, while Cayenne S, Turbo, and Hybrid models get the eight-speed Tiptronic S automatic (it's optional with the V-6). All Cayennes have all-wheel drive. Above the base model is the Cayenne S, which performs considerably better and packs a 400-hp, 4.6-liter V-8 engine. Zero-to-60 mph times are shortened to 5.6 seconds, top speed is 160 mph, and the brawnier powertrain is a more appropriate fit for the look and feel of this performance SUV. New for 2013 and slotting between the base model and the Cayenne S is the Cayenne Diesel. While the diesel is rated at just 240 horsepower, from its 3.0-liter V-6 turbodiesel engine, it's the substantial 406 pound-feet of torque--37 lb-ft more than the Cayenne S and 111 lb-ft more than the base Cayenne--that really matters. The Diesel can get to 60 mph in just 7.2 seconds--faster than the automatic version of the Cayenne V-6, with a top speed of 135 mph.
And like the rest of the Cayenne lineup, it carries a 7,716-pound tow rating. Meanwhile, a new Cayenne GTS model slots in between the Cayenne S and the Turbo; it gets 20 horsepower more than the Cayenne S, as well as a lowered (20 mm) suspension, lower final-drive ratio, and other appearance upgrades. Performance for the GTS slots in between, as you might guess, at 5.4 seconds and 162 mph. Rounding out the lineup, and appealing to those who want to be a little greener but not give up the engaging driving experience, is the Cayenne S Hybrid. With its hybrid system, combining an electric motor system and a 3.0-liter supercharged V-6 engine, it makes 380 horsepower, with a top speed of 150 mph. Compared to virtually any other tall utility, handling is exemplary. Plus, you get excellent steering feel (relative to other SUVs), surprisingly little body roll, and immense cornering traction--especially from the huge wheels and tires that you get in the Cayenne S and Cayenne Turbo versions. Off-road ability remains a cornerstone of sport-utility vehicles, and while the Cayenne keeps weight under control in going with a more carlike 4WD layout, it hasn't completely abandoned rugged trail ability. While the latest generation of the Cayenne no longer includes a dual-range transfer case, it does get the electronic Porsche Traction Management system, which offers three modes for loose sand/snow, wet surfaces and mud, or rocky terrain. Whether flat, uphill, or downhill, PTM controls the throttle and individual brakes in complex ways to make the most of available traction.
The engine received a JOTA conversion, and essentially became a racecar for the road, making it the most hardcore Lamborghini which had come out for a very long time. As, what seems to be an apparent trend with Lamborghini, the company once again exchanged hands. This time, 鈥淣uova Automobili Lamborghini SpA鈥?was sold off by Chrysler, to a group of unknown Indonesian investors. The reason for this was unclear, but it didn鈥檛 stop Lamborghini from continuing its evolution of the Diablo range. By 1995, the series had been extended to the SE Jota Edition, Diablo VT Roadster, and the Diablo SV. The SE Jota, utilised a specially tuned Jota engine, which was developed at the same Lamborghini Engineering SpA building, where the V12 Formula 1 engines were in the early nineties. The VT Roadster, was a combination of the previous Roadster prototype, and the VT, naturally. It adopted many features of other Diablo models, while receiving minor to major adjustments on the exterior and interior.
The most interesting of the three, however, was the SV, known as the Sport Veloce, just like its鈥?great grandfather, the Miura SV. The car was one of the most brutal Diablos to date, and was apparently quite a handful and very scary to handle, especially on wet roads. The reason for this is quite simple, 510 bhp was combined with a rear-wheel drive setup. At the 1995 Geneva Auto Show, sitting beside the previous three models, was another proposed successor to the Jalpa. The Cala, was designed by Giorgetto Giugiaro of Italdesign and was a beautiful sporty car, with a 400bhp, mid-mounted engine. It also made use of a removable Targa type roof, a more curved surfacing style, and a glass roof section section, allowing more light to enter the cab. The Cala, being a driveable prototype, was tested by a few publications, had great reviews and was destined for success, but the project had to be put on hold, as the Indonesian investors, were experiencing severe financial problems.