At launch, Porsche will offer just two versions of the Cayenne. The base model now receives a turbocharged engine in the form of a 3.0-liter V-6 with a single turbo. Producing 340 hp and 332 lb-ft of torque, the engine makes 40 more hp and 37 more lb-ft than its predecessor. Hitting 60 mph should take 5.9 seconds in standard form or 5.6 with the Sport Chrono package, Porsche says. That's way ahead of its estimate for the previous Cayenne, which was 7.3 seconds, or 7.2 seconds with Sport Chrono. Top track speed is 152 mph. For the Cayenne S, Porsche brought out a new 2.9-liter twin-turbo V-6 making 440 hp and 406 lb-ft of torque, up 20 hp. Top speed is 164 mph. The new Cayenne S is estimated to crack the 4-second mark in its run to 60 mph, estimated to take 4.9 seconds, or 4.6 seconds with Sport Chrono.
All Cayennes come standard with an eight-speed Tiptronic S transmission that now promises quicker response times in lower gears. Also improving performance is new braking technology that Porsche claims is first in the world. Available as an option, these high-performance Porsche Surface Coated Brakes (PSCB) consist of a cast-iron disc with 70 micrometers of tungsten-carbide coating. Once bedded in, the surface of the brakes shine like a mirror, but they have better performance over steel brakes, with less wear and a longer life. Karl Heess, Porsche director for product line SUV, says PSCB reduce brake dust by as much as 50 percent (over conventional steel brake discs) and extend the life of the disc by up to 35 percent. They are more expensive than steel discs but still up to 50 percent less than Porsche's ceramic brake option. For the first time, Cayenne gets staggered front and rear tire sizes, ranging from 19 to 21 inches in diameter.
This makes it the last vehicle in Porsche's lineup to follow in the footsteps of the 911, which famously staggered the width of its tires to account for the mass of the rear-mounted engine. For 19-inch wheels, width is 8.5 inches in front and 9.5 inches for the rears. Opt for 21-inch wheels, and the widths are 9.5 inches and 11.0 inches, respectively. Cayennes with optional 21-inch wheel and tire packages also receive slightly wider composite fender flares. Rear-axle steering is also an option and helps reduce the turning radius of the Cayenne at low speeds for better maneuverability. Porsche Active Suspension Management brings variable damping as standard on the Cayenne S and optional on the base model, which comes with traditional coil springs and dampers. Buyers can now choose a new air suspension with a third air chamber that allows for more specific calibration of the suspension settings. The option of air suspension also gives Cayenne a range of ride heights.
Heess says. "In high speed, at max velocity, you are on the lowest level for the car." The lowest ride height is 1.1 inches lower than normal; the highest is 2.2 inches (and speed limited). Air suspension can also be used independently front to rear, for load leveling, or when towing (and the Cayenne is rated to tow up to 7,700 pounds). Also new is Porsche Dynamic Chassis Control with stabilizer bars controlled via a 48-volt electrical system instead of a hydraulic setup. Inside the cabin, the Cayenne receives a new 12.3-inch touchscreen that originally made its debut on the new Panamera. Near the shifter, touch surfaces control some of the most in-demand functions. Porsche spent a lot time on the Cayenne's seats. Up front there is a standard Comfort seat and a new optional sport seat with an integrated headrest. The second-row seats fold nearly flat, and they can slide approximately 6 inches. With the rear seats up, cargo room increases almost 15 percent compared to the old model. Despite all of these helpful features, Porsche is confident that its new Cayenne is the best driver of the segment even with a host of new challengers.
From 2004-2007, the car rolled out of Germany its enthusiastic owners, 604 of whom were located in the US. Set to produce 1,500 cars, Porsche altered its goal as a result of upcoming changes in regulations and built only 1,270 GTs. Looking aside from the low production numbers, the GT is special in several other aspects. Constructed of a carbon fiber monocoque and subframes, the GT breaks the tradition of carbon fiber and aluminum monocoque and subframe combination present in earlier supercars. Additionally, as a symbolic nod to the 917 race cars, the gearshift knob was constructed of top-grade beechwood. In the second year of production, a carbon-fiber knob was made available as an option for those who didn鈥檛 want the wood. Fifteen-inch diameter carbon-ceramic disc brakes were also a significant technological advance easily seen on the car. 448,000 MSRP, the GT weighed in as a higher financial commitment than its competitors, but it soon proved that the extra expenditure translated to superior performance.