2017 porsche cayenne turbo s

2017 porsche cayenne turbo s

2017 Porsche Cayenne Turbo S

The Porsche Cayenne Turbo, introduced in 2003, was the vector for a contagion that has since spread to the farthest reaches of the automotive universe. The 1992 GMC Typhoon may have been the first diagnosed case of this high-performance SUV virus, but now even Ferrari is running a fever. Symptoms can include weight gain, swelling of underhood forces, elevated profit margins, and thinning of a brand’s heritage. While the 2017 Cayenne is still frothing mad in Turbo S form, the Porsche’s overhaul for 2019 with Stuttgart’s latest infection means this could be our last checkup with the current model.

The arrival of our Cayenne Turbo S test car was timely since we had just revisited the BMW X5 M, the Porsche’s chief rival that is due for a refresh of its own soon; despite base prices some $60,000 apart, these two are very similar both in mission and execution. This second-gen Cayenne debuted for the 2011 model year; the Turbo S was last updated to its current state of tune for 2016, which we’ve previously sampled in both Germany and Sweden. But this is the first time we’ve been able to affix our testing equipment to one.

One Sick Patient

Like the Bimmer, the Porsche’s gutsy 4.8-liter V-8 employs a pair of turbochargers to produce its maximum 570 horsepower and 590 lb-ft of torque—topping the X5 M’s 4.4-liter by a mere 3 horses but a more substantial 37 lb-ft. (The 2017 model betters the 2014 Turbo S we last tested by 20 ponies and 37 lb-ft.) And thanks to our test car’s $3210 variable performance exhaust, that immense power is accompanied by a guttural V-8 bellow that sounds pleasingly healthy in all the ways the X5 M’s synthetic murmur does not.

The top-spec Cayenne also features a masterfully tuned eight-speed automatic transmission, an advanced all-wheel-drive system, and the Porsche Torque Vectoring Plus (PTV+) system, which apportions thrust between the rear wheels via individual brake applications and an electronically controlled differential. And you can’t miss the Turbo S’s standard carbon-ceramic stoppers, which cost $8840 on lesser Cayennes. Their hulking calipers, housing no fewer than 10 pistons each (!) in front and four each in back, wrap around the massive 16.5-inch front and 14.6-inch rear rotors like bright-yellow growths. Despite some initial squishiness to the Porsche’s brake pedal, their bite is strong and easy to modulate, with none of the squeaking and jerkiness that plagued the early days of carbon-ceramic brakes.

Other standard fare at this level includes Porsche’s PDCC active anti-roll bars, as well as the Sport Chrono package with its dashtop analog lap timer and hard-core Sport Plus chassis setting. The Turbo S can easily tow your 911 GT3 to the track (it’s rated to pull 7716 pounds) and has up to 10.7 inches of ground clearance if you feel the need to go off-roading in a 5130-pound SUV that Porsche says can lap the Nürburgring in less than eight minutes.

Hardly Bedr > The Cayenne’s driver grips a steering wheel that is rewardingly tactile and responsive, even if it is unsurprisingly muted compared with those of the brand’s sports cars. And the conventional torque-converter automatic does an admirable impression of Porsche’s almost clairvoyant dual-clutch automatic transmission, with smooth, intelligently timed shifts that turn whip-snap firm when you stress the engine to its max. Some Porschephiles still may hold this SUV as an abomination, but the Turbo S’s flow through corners and insane acceleration make it worthy of the Porsche crest. Depending on the driving mode (Comfort, Sport, and Sport Plus), the Cayenne’s four-corner, driver-adjustable air suspension can produce either athletic poise or lazy suppleness—and stellar composure at ridiculous speeds. Although the Turbo S doesn’t share the X5 M’s eagerness to rotate at the limit, neither does its exceptional body control and compliant ride quality detract from its day-to-day livability.

In the fictional world where luxury SUVs square off on the racetrack, however, this Cayenne falls slightly short of its foe from Munich. Unlike the X5 M’s staggered, Michelin Pilot Super Sport–shod setup, the Turbo S’s 21-inch wheels (20s are a no-cost option) are of a square arrangement with 295/35R-21 Yokohama Advan Sport V105 performance tires at each corner. The big brakes and rollers helped return an impressive 156-foot stop from 70 mph and 0.95 g of stick on the skidpad, yet both figures trailed the 173-pound-heavier BMW’s. And while the lighter, torquier Turbo S has the needed grunt to beat the X5 M to 150 mph by 1.6 seconds, its 3.8-second dash to 60 mph and 12.2-second run through the quarter-mile only equaled the Bimmer’s.

Aside from the yellow brakes and the burbling exhaust, the Turbo S’s exterior doesn’t appear as brash as its performance, with classy, understated looks that border on sterile for a performance vehicle of this caliber. But the cabin is pure Porsche, with exquisite materials, perfectly balanced controls, and the brand’s familiar instrument cluster with a central tachometer and digital speedo. Despite the button overload on the center console (an approach Porsche is moving away from with the latest Panamera and the new Cayenne), it all works quite harmoniously. And the standard 18-way power-adjustable front seats are both all-day plush and supremely supportive. The Cayenne’s 24 cubic feet of cargo space behind the rear seats falls well short of the X5 M’s 36 cubes, though. And in terms of fuel economy, hardly a deal breaker in the Turbo S’s rarified air, the Porsche averaged only 13 mpg during its stay with us versus the BMW’s 16; both vehicles returned the same 20 mpg on our 75-mph highway test.

Milking the System

Porsche’s notoriously detailed order sheet reads like a hospital bill, itemizing nearly everything as an additional cost. You would think that $160K would include a backup camera and proximity entry, yet Porsche’s à la carte configurator lists those as stand-alone options for $660 and $890—or bundled in the $3240 Premium Package Plus (panoramic sunroof, ambient lighting, ventilated front seats, blind-spot monitoring, and powered rear side-window sunshades). Along with the extra-loud exhaust, our $169,555 test car featured a short list of additional conveniences that we’d expect to get on most luxury SUVs at half this price. Viewed alongside the $101,695 starting price of the well-equipped X5 M—let alone the $86,995 for the 2018 Jeep Grand Cherokee Trackhawk with 707 horsepower—the Turbo S’s delirium seems to have infected Porsche itself.

We’re still waiting for the debut of the upcoming new BMW X5 M, but the next-gen Cayenne Turbo S’s hybrid setup—good for 680 horsepower in the 2018 Porsche Panamera Turbo S E-Hybrid—surely will put it in the same loony bin as the Hellcatted Jeep. While market forces have yet to find a cure for the epidemic of ballistic utility vehicles, at least we have a waiting room full of contenders for a future comparison test.

Specifications

VEHICLE TYPE: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED: $169,555 (base price: $160,650)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 293 cu in, 4806 cc
Power: 570 hp @ 6000 rpm
Torque: 590 lb-ft @ 2500 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.0 in
Length: 191.1 in
Width: 78.7 in Height: 67.0 in
Cargo volume: 24 cu ft
Curb weight: 5130 lb

C/D TEST RESULTS:
Zero to 60 mph: 3.8 sec
Zero to 100 mph: 9.2 sec
Zero to 130 mph: 16.2 sec
Zero to 150 mph: 24.4 sec
Rolling start, 5-60 mph: 4.8 sec
Top gear, 30-50 mph: 2.8 sec
Top gear, 50-70 mph: 3.3 sec
Standing ¼-mile: 12.2 sec @ 115 mph
Top speed (drag limited, mfr’s claim): 176 mph
Braking, 70-0 mph: 156 ft
Roadholding, 300-ft-dia skidpad: 0.95 g

C/D FUEL ECONOMY:
Observed: 13 mpg
75-mph highway driving: 20 mpg
Highway range: 520 miles

EPA FUEL ECONOMY:
Combined/city/highway: 17/14/21 mpg

2020 Porsche Cayenne Turbo/Turbo S

Review, Pricing, and Specs

  • Highs: Intense power, acceleration and handling; premium interior; comfortable and refined.
  • Lows: Expensive options, costs cons >Verdict: One of the world’s greatest high-performance luxury sports sedans disguised as an SUV.

Overview

The most powerful versions of the Cayenne wear the Turbo badge and are some of the most powerful and best-performing SUVs available. As with the rest of Porsche’s lineup of sports cars, sedans, and crossovers, the 2020 Porsche Cayenne Turbo models are fast, well built, and expensive. As true Porsches, they offer luxury-car appointments combined with big power and athletic handling that defy their considerable size and weight. Two models are available, each with all-wheel drive and their own potent powertrain. That includes the Turbo S E-Hybrid plug-in model, which packs 670 horsepower and, on a full charge, can be driven more than 20 miles solely on the power of its electric motor and small battery pack. Porsche also offers the Cayenne Coupe, a sexy fastback variant of the SUV, which we review separately.

What’s New for 2020?

Completely redesigned for the 2019 model year, the Porsche Cayenne Turbo hasn’t changed much for 2020, but the Cayenne Turbo S E-Hybrid joins the lineup. The front- and rear-seat USB ports change from USB A to USB C, and wireless phone charging has been added to the optional Smartphone Compartment package. On the exterior, the Porsche’s tailgate badging can now be painted with the model designation in body color, and there’s a new paint color available: Cashmere Beige Metallic. For now the Turbo and Turbo S E-Hybrid are the only Cayenne Turbos available but we expect nonhybrid Turbo and Turbo S models to join the lineup later this year.

Pricing and Which One to Buy

  • Cayenne Turbo: $127,850
  • Cayenne Turbo S E-Hybr >Although the Cayenne Turbo S E-Hybrid is an impressive package with more power, acceleration, and fuel efficiency than the Cayenne Turbo, it’s significantly more expensive, with a price jump of more than $35,000. By comparison, the 541-hp Turbo model, which can still hit 60 mph in less than four seconds, is the better value, relatively speaking. With the savings, opt for the Sport Chrono package, which adds a Sport Plus Mode for additional performance, and the Assistance package, which contains important safety features including adaptive cruise control and a surround-view camera system that gives you a 360-degree bird’s-eye view of the SUV. It makes parking and maneuvering in tight spaces much easier.

Engine, Transmission, and Performance

The 2020 Porsche Cayenne Turbo is so powerful and so fun to drive, it’s easy to forget you’re piloting an SUV. Its precise steering, adjustable air suspension, and responsive engine combine to make it feel more like a sports sedan. And the all-wheel-drive Cayenne doesn’t just handle like a vehicle half its size, it also offers a compliant ride and high refinement. It’s exceedingly quick, too. The Cayenne Turbo is powered by a 541-hp twin-turbocharged 4.0-liter V-8 engine with a conventional eight-speed automatic transmission. In our testing, it went from zero to 60 mph in 3.5 seconds. The Turbo S Hybrid’s power and performance are even more extreme. It uses the same twin-turbo V-8 from the Cayenne Turbo, but Porsche has enhanced its power with a 134-hp electric motor sandwiched between the 4.0-liter and its responsive eight-speed automatic. Total output is a mind-boggling 670 horsepower, and speeds as high as 83 mph are possible without the gas engine ever switching on. The system also can operate in a battery-saving mode that only burns gas or the two systems can work together, and its operation is exceedingly smooth. Its battery pack can complete a full recharge in about 2.5 hours when connected to a 240-volt, 30-amp source, and the SUV has a pure electric range of more than 20 miles. Did we mention it can also sprint to 60 mph in 3.2 seconds and covers the quarter-mile in 11.5 seconds at 121 mph? It’s one of the quickest SUVs we’ve ever tested.

Fuel Economy and Real-World MPG

The E-Hybrid version should provide the best fuel economy when driving around town, but the EPA hasn’t released estimates for that model. The Cayenne Turbo model is rated 15 mpg city and 19 mpg highway. Rivals such as the BMW X5 M and the Jaguar F-Pace SVR have slightly better ratings. We haven’t subjected either Cayenne Turbo model to our highway fuel-economy test.

Interior, Comfort, and Cargo

Futuristically luxurious, the interior of the 2020 Porsche Cayenne Turbo is as visually impressive as the SUV’s performance is thrilling. Build quality is exceptional, and the cabin is completely customizable since Porsche allows you to individually select everything from the interior trim to the seatbelt colors to the surface materials. There’s also an endless list of optional luxuries, including more supportive sport seats, massaging front seats, heated and ventilated front and rear seats, and four-zone climate control. All Cayenne Turbo models come with a heated steering wheel and heated front and rear seats. The slick gauge cluster is similar to Porsche’s 911, with an analog tachometer flanked by two 7.0-inch screens that display selectable information, including navigation maps. The driving position is perfect, and interior space is generous. Although a third row is not offered, the Cayenne Turbo seats five comfortably, and its adjustable back seat provides plenty of head- and legroom. Cargo volume is also ample, although some competitors such as the BMW X5 M and Mercedes-AMG GLE53 offer more. There’s 27 cubic feet of space behind the Cayenne’s rear seats and up to 60 cubes with the rear seats folded flat. Every Cayenne includes a power-operated liftgate.

Infotainment and Connectivity

The 2020 Cayenne Turbo gets Porsche’s latest and simplified infotainment system and features a responsive and easy-to-operate 12.3-inch touchscreen mounted in the middle of its dashboard. With a configurable home menu and many personalized settings, the system is easier to use than previous versions, which we have complained about in the past. Every Cayenne Turbo has Porsche Connect Plus, which includes a 4G LTE mobile Wi-Fi hotspot and Apple CarPlay capability; however, the system still doesn’t support Android Auto. This year Porsche has changed the Cayenne’s USB ports from USB A to USB C, and wireless phone charging has been added to the optional Smartphone Compartment package. We recommend the optional Burmester audio system that pumps 1455 watts through 21 speakers, although it’s pricey at $5810. The optional rear-seat entertainment system attaches two 10.0-inch displays to the back of the front seats.

Safety and Driver-Assistance Features

The National Highway Traffic Safety Administration (NHTSA) has not crash-tested the 2020 Porsche Cayenne, and the Insurance Institute for Highway Safety (IIHS) has yet to test any Porsche model. To help keep occupants safe, a long list of driver-assistance technologies is standard on the Cayenne Turbo, including forward-collision warning, automated emergency braking, and front and rear parking sensors. A handful of other active driver aids are optional, including a night-vision system, adaptive cruise control, and lane-keep assist. Key safety features include:

  • Standard forward-collision warning and automated emergency braking
  • Available adaptive cruise control with stop-and-go technology
  • Available lane-keeping assist

Warranty and Maintenance Coverage

At four years or 50,000 miles, the limited warranty and powertrain coverage are competitive in this class, and the 24-hour roadside-assistance program spans the same amount of time. Porsche also includes the first scheduled maintenance visit; BMW’s complimentary scheduled maintenance program is considerably longer.

  • Limited warranty covers 4 years or 50,000 miles
  • Powertrain warranty covers 4 years or 50,000 miles
  • Hybrid electrical components/battery warranty covers 8 years or 100,000 miles
  • Complimentary maintenance is covered for 1 year or 10,000 miles

Porsche Cayenne S (2017) — żegnamy giganta

Przyszedł czas pożegnać drugą generację modelu, któremu zawdzięczamy więcej, niż można sądzić. Ze sceny schodzi Cayenne II, które doczekało się następcy jeszcze doskonalszego. Zanim jednak ten model zagości na dłużej w naszej redakcji, czas na jeszcze jedno spotkanie z wersją, którą wciąż można dostać jako nową.

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Porsche Cayenne S II (2017) — test

Co mam na myśli pisząc, że Cayenne dużo zawdzięczamy? Cofnijmy się do przełomu XX i XXI wieku. Porsche borykało się wtedy z problemami. Potrzebne było koło ratunkowe, które pomoże legendarnej marce wyjść z opresji finansowych. Jednym z manewrów, które miały zapewnić Porsche płynność finansową było właśnie wprowadzenie SUV-a (wcześniej proces rozpoczął właściwie Boxster). Wielu fanów stwierdziło wtedy — świętokradztwo. SUV Porsche? Jak ktokolwiek w ogóle śmiał wpaść na taki pomysł?

Porsche Cayenne S II (2017)

(fot. Mariusz Zmysłowski)

Prawda jest taka, że gdyby nie między innymi Cayenne, nie doczekalibyśmy doskonałej generacji 991 modelu 911. Nie byłoby nowego GT2 RS, nie byłoby megaszybkiego Turbo S, nie byłoby 918 Spyder, nie byłoby 919 Hybrid, parafrazując pewnego pana w szarym swetrze — nie byłoby nic.

Oczywiście, być może Porsche wyszłoby z tarapatów inną ścieżką. Jednak ostatecznie na Cayenne trzeba patrzyć jak na jeden z najważniejszych modeli w historii marki. Wersja S, o której dzisiaj, dobitnie pokazuje też, że Cayenne jest “prawdziwym porsche”.

Porsche Cayenne S II (2017)

(fot. Mariusz Zmysłowski)

Pod maską Cayenne S pracuje 3,6-litrowe V6, które generuje 420 KM. Agregat ten pozwala z wyjątkową sprawnością rozpędzać potężną maszynę do prędkości znacznie wykraczających nie tylko poza limity dopuszczalnych prędkości, ale i limity zdrowego rozsądku. Naturalnie do najszybszych modeli mu daleko, ale wciąż — 5,5 sekundy do 100 km/h to bardzo dobry wynik, jak na luksusowy, przestronny wóz tych rozmiarów.

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Czym jest luksus w Porsche, można zdefiniować na dowolny, wybrany przez siebie sposób. Cayenne pozwala skonfigurować się chłodno, z surowym sznytem technologiczno-sportowym. Można też przesunąć klimat w skrajnie przeciwny biegun, czego doskonałym dowodem jest egzemplarz, który widzicie na zdjęciach. Mięsista skóra przeplata się tu z drewnem. Grube przeszycia, dopasowane kolorystycznie zegary i wyjątkowa staranność wykonania zapewnią pełnię satysfakcji, bez względu na kwotę, którą zdecydujecie się włożyć w personalizację przestrzeni wewnątrz auta.

fot. Mariusz Zmysłowski

(Porsche Cayenne S II (2017))

Jeśli będziecie konfigurować Cayenne S, nie zaczynałbym jednak od pokrycia skórą wszystkiego, co tylko możliwe. Spore kwoty warto włożyć w kilka innych miejsc w pierwszej kolejności. Egzemplarz, który widzicie na zdjęciach miał trzy ważne elementy, które w Porsche zawsze warto wybrać, jeśli chcecie wymagać maksimum od Waszego wozu.

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To Porsche Dynamic Chassis Control (16 526 zł), sportowy układ wydechowy (14 630 zł) i zawieszenie pneumatyczne z regulacją prześwitu (17 996 zł). W sumie robi się z tego kwota, za którą można kupić nowe auto miejskie, ale czym ona jest w skali 792 tys., które ten Cayenne S kosztował?

(fot. Mariusz Zmysłowski)

(fot. Mariusz Zmysłowski)

(fot. Mariusz Zmysłowski)

Tutaj należy się słowo wyjaśnienia — dlaczego warto aż tyle wyłożyć na ten zestaw? Jest on idealnym dopełnieniem najważniejszych cech Cayenne’a S i ich mocnym podkreśleniem. Dzięki tym dodatkom zyskacie jeszcze większy komfort i jeszcze lepsze wrażenia z dynamicznej jazdy. To kombinacja idealna.

420-konny motor w połączeniu z doskonałym zawieszeniem i typowym dla Porsche bardzo dobrym układem kierowniczym daje więcej frajdy z jazdy, niż mogłaby wskazywać na to niemała masa SUV-a Porsche. Cayenne S składa się w zakręty z zaskakującą sprawnością. Trzeba zmierzyć się z tym kilka razy, by zaufać zawieszeniu i dać mechatronice zrobić swoje.

Jeśli jednak nigdzie wam się nie spieszy, widlasta szóstka wykaże się przyzwoitym zużyciem paliwa. W trasie Cayenne S potrzebował 10,5 l/100 km, co jak na tę moc jest wynikiem bardziej niż zadowalającym. V6 robi się bardziej zachłanne w mieście. Tutaj w zależności od tego, jak dużo czasu spędzacie w korkach, trzeba liczyć się ze zużyciem na poziomie 13–17 litrów na 100 km.

Porsche Cayenne S II (2017)

(fot. Mariusz Zmysłowski)

Spokojną jazdę wspierał w moim przypadku znakomity system audio Burmester High-End Surround Sound. Cena? 24 424 zł. Dużo, ale gładkość lekkich jazzowych brzmień, moc sekcji rytmicznych fusion, pełnia brzmień muzyki elektronicznej i wreszcie żywość klasycznego rocka sprawiają, że nagłośnienie w tym porsche z nawiązką wynagrodzi sporą kwotę, którą nań przeznaczymy.

Na scenę już wkracza nowa generacja Cayenne’a. Doskonalsza, bardziej zaawansowana, bogatsza w nowoczesne rozwiązania, naszpikowana elektroniką, która ma uczynić auto jeszcze bardziej kofmortowym. To jednak wcale nie oznacza, że ustępująca jej miejsca generacja SUV-a Porsche nie jest godna uwagi.

Porsche Cayenne S II (2017)

(fot. Mariusz Zmysłowski)

Niemiecka marka umieszczając złoto-czerwoną tarczę na maskach swoich aut składa obietnicę — pod tymi maszynami podpisuje się legendarny producent. I obietnicy dotrzymuje. Cayenne po 7 latach produkcji zachowuje świeżość i dostarcza wszystko, czego można oczekiwać od samochodu marki Porsche. Łączy sport z luksusem w doskonałych proporcjach — jest pojazdem uniwersalnym, ale jednocześnie bezkompromisowym. Tu nie trzeba rezygnować z jednych cech na rzecz innych. W Cayenne dostaniecie wszystko, w jednym, potężnym opakowaniu.

Porsche — OLX.pl — turbo s

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Even more 911 in an SUV: the new Porsche Cayenne Turbo

With its world premiere at the 67th International Motor Show in Frankfurt, the new Porsche Cayenne Turbo is taking its place at the top of the model line. The completely new top-of-the-range model from the third generation of the Cayenne is once again raising the bar for sporty performance in its segment.

The four-litre V8 biturbo engine delivers 404 kW (550 hp; Fuel consumption combined 11.9–11.7 l/100 km; CO2-emissions 272–267 g/km). The increased driving dynamics are based on the combination of innovative technologies, such as active aerodynamics including roof spoiler, controlled three-chamber air suspension, mixed tyres and the new high-performance brake. With additional options, such as rear-axle steering or electric roll stabilisation with a 48-volt system, the SUV can even achieve the driving characteristics of a true sports car. The new Cayenne Turbo accelerates from zero to 100 km/h in 4.1 seconds (3.9 seconds with the Sport Chrono Package) and reaches a top speed of 286 km/h.

Even sharper design

With an exclusive front end and the LED main headlights of the Porsche Dynamic Light System (PDLS), the Cayenne Turbo has an appearance that is both dominant and independent. At night, the new Turbo sets itself apart from other Cayenne models with its double-row front light modules. The side view is characterised by standard 21-inch Turbo wheels specially reserved for the top model, in widened wheel arches with painted wheel arch trims. The twin tailpipes, specific to the Turbo, are the key distinguishing features on the rear end. The door trims and rear apron are painted in the exterior colour. The completely new interior demonstrates the increased spread of the Cayenne Turbo: more sportiness and more comfort at the same time. Virtually all the vehicle functions of the fully networked SUV can be displayed and operated using the high-resolution display and touchscreen of the Porsche Advanced Cockpit. Among them, for example, is the BOSE® Surround Sound System with 710 watts, fitted as standard. Drivers and passengers experience this top-of-the-range model in sports seats with 18-way adjustment. The integrated headrests are a new feature and are also reminiscent of the 911. All seats and the multifunction sports steering wheel in an exclusive Turbo design are heated as standard.

Greater power, greater torque: biturbo eight-cylinder with 550 hp

At the heart of the Cayenne Turbo is the new four-litre V8 engine with twin turbocharging. With an output of 404 kW (550 hp), it exceeds the engine of its predecessor by 22 kW (30 hp), while the maximum torque of 770 Nm represents an increase of 20 Nm. The new eight-speed Tiptronic S converts both into acceleration and speed by means of the active all-wheel drive Porsche Traction Management (PTM). The new Turbo sprints to 100 km/h in 4.1 seconds (3.9 seconds with the Sport Chrono Package) and reaches a top speed of 286 km/h. As is characteristic for new engine generations, the exhaust turbochargers are arranged inside the cylinder V, in the “central turbo layout”. The shortened exhaust paths between the combustion chambers and the turbochargers mean that the engine is especially responsive, while the central turbo layout results in significantly improved power delivery. Another advantage is the compact construction of the engine. This enables a lower installation position, which has a positive effect on the driving dynamics: The centre of gravity is lower and the cornering precision is higher.

Active chassis with three-chamber air suspension and mixed tyres

The new lightweight chassis of the Cayenne Turbo combines the best of three worlds: the precision of a sports car, the comfort of a saloon and the adaptability of an off-road vehicle. In particular, the combination of the new three-chamber air suspension with the active shock-absorber system PASM extends the range considerably. The concept of the new mixed tyres with standard dimensions of 285/40 at the front and 315/35 at the rear comes from sports car construction and produces even better longitudinal and lateral power transmission. Three air chambers per spring strut are used in the adaptive air suspension design, therefore the chassis is able to map different spring rates. With six selectable height levels, the ground clearance can be manually adjusted to suit the offroad terrain. They are also actively controlled via five new driving programmes for road journeys and off-road journeys. Complemented by optional rear-axle steering, the electric Porsche Dynamic Chassis Control (PDCC) roll stabilisation connected to a 48-volt vehicle electrical system and Porsche Torque Vectoring Plus (PTV+), the new Cayenne Turbo achieves the driving dynamics of a sports car. At the same time, its everyday suitability in terms of parking and turning manoeuvres is improved, as is the comfort level.

First SUV with adaptive roof spoiler and new high-performance brake

The new Cayenne Turbo is the first SUV to have an adaptive roof spoiler as a component of its active aerodynamics. Depending on the position, this optimises efficiency, increases downforce on the rear axle and, in the airbrake position, shortens the braking distance from higher speeds. At full braking from 250 km/h, the SUV comes to a stop up to two metres earlier as a result. The aerodynamic system therefore complements the effect of the new high-performance Porsche Surface Coated Brake (PSCB) which takes care of deceleration in the Cayenne Turbo as standard. The tungsten carbide layer applied to the steel discs increases braking performance and resistance to wear while reducing the amount of brake dust at the same time, meaning less dirt on the rims. The top system in the programme remains the optional Porsche Ceramic Composite Brake (PCCB).

The new Cayenne Turbo is available to order now, with the market launch in Europe scheduled for the end of 2017. In Germany, the top model of the SUV model line costs EUR 138,850 including VAT and country-specific features.

Consumption data

Cayenne Turbo: Fuel consumption combined 11.9–11.7 l/100 km; CO2-emissions 272–267 g/km

911 GT2 RS: Fuel consumption combined 11.8 l/100 km; CO2-emissions 269 g/km

911 GT3: Fuel consumption combined 12.9 – 12.7 l/100 km; CO2 emissions 290 – 288 g/km

Cayenne: Fuel consumption combined 9.2–9.0 l/100 km; CO2-emissions 209–205 g/km

Cayenne S: Fuel consumption combined 9.4–9.2 l/100 km; CO2-emissions 213–209 g/km

The 2017 Porsche Cayenne Turbo S, at 170 MPH, Finally Makes Sense

We flew to Germany to drive Porsche’s Cessna-mocking SUV the way it was meant to be driven.

Believe it or not, the Porsche Cayenne Turbo S—a 570-horsepower SUV with barely more rear legroom than a Chevy Equinox—makes perfect sense. Really. Not at Newport Beach’s Fashion Island mall complex, or on New York’s 25-mph-restricted streets, or even on Westchester’s dirt-covered back roads. No, it only makes sense in its German homeland—a place whose roads might be the world’s best; its dinner, the ‘wurst. In the words of one famous, massive Irishman, the Porsche Cayenne Turbo S has a very particular set of skills—skills acquired over a long career of crushing kilometers at rates north of 200 per hour.

Let’s take stock of the many talents of Porsche’s biggest trucklet. For $159,600, the Cayenne Turbo S presents some of Porsche’s best go-fast technology, all bolted a 4927-pound SUV in the hopes beating the likes of the Range Rover Sport SVR and BMW X5 M at the manic-soft-roader game. The engine is a twin-turbocharged, 4.8-liter V-8 with 570-horsepower; the transmission, an eight-speed Tiptronic automatic—a dual-clutch PDK wouldn’t have allowed the 7700-pound tow rating some Cayenne customers demand. Adjustable air-suspension, dynamic chassis control, and torque vectoring mean the Cayenne Turbo S goes from 0 to 60 mph in 3.8 seconds and laps the Nurburgring in under eight minutes, making a chastened mincemeat pie out of the Range Rover SVR and its 8:14 lap time

At 170 mph, bugs stand little chance again the Porsche Cayenne Turbo S. In fact, they liquefy.

Then there’s the aerodynamically-awkward vehicle’s top speed, achieved via pure thrust: 176 mph. That number would have qualified this truck for “World’s Fastest Production Car” up until 1974, when the Lamborghini Countach LP400 debuted. (Though, currently, we’d bet on the portly Porsche to beat out the Lambo nine times out of 10.) If you haven’t tested it yourself, though, it’s almost fictitious, no more than a barroom yardstick for measuring your SUV against another dad’s SRT Jeep or a Big Pharma executive’s Bentley Bentayga. In America, top speed is for yarn-spinning and bragging rights.

In Germany, however, top speed is decidedly applicable—and downright useful. From the Porsche factory in Leipzig to the Frankfurt Hilton is around 300 kilometers, or 186 miles. At a standard speed limit of 120 kph, that’s a 2.5-hour journey. But if 200 of those kilometers are unrestricted, the trip shrinks to just over 1.5 hours, allowing a pace that rivals Cessnas. Hoovering up aircraft-worthy spans of Germany while a) at the tiller and b) glued to the ground is the most satisfying way I have ever travelled, beyond even Lufthansa business class and its tiny ceramic bowls of perfectly-warmed nuts.

Two Porsche Cayenne Turbo Ss lie in repose among the Germany greenery their turbo V-8s are despoiling.

It’s an experience wild enough to blow the cynicism off 40-plus years of Autobahn-centric German car marketing. For example, Volkswagen’s “autobahn-tuned” rhetoric always seemed a little pretentious, especially when applied to cars like the Tiguan. But driving Porsche’s fastest Cayenne near its top speed, I saw the ways in which the German superhighway creates excellent sporting cars. Mash the accelerator and believe the hype.

The 2017 Porsche Cayenne Turbo S has front brake calipers larger than many toddlers.

Take the Sport+ setting for the suspension and throttle, which jiggles American love-handles in the Land of the Free. On the Autobahn, it composes the Turbo S into a road-hugging wagon at 170 mph, taking the heart-palpitation of out of triple-digit speed lane changes and unexpectedly robust curves. The 10-pot carbon-ceramic brakes—whose yellow calipers are as tall as a 10-month old—feel absolutely necessary when hauling 5800-pounds of Porsche down from a Boeing 757’s takeoff speed, while the sport-exhaust proves its worth by trumpeting a song that alerts lesser drivers to your presence. The leather-covered sun visors remain, well, totally superfluous.

The 2017 Porsche Cayenne Turbo S in white is a beautiful, beautiful egg suspended over 21-inch wheels.

Things simplify at 170 mph. Even on Germany’s prized ‘bahn, whose meticulous drivers and silky pavement provide the best highway driving in the world, driving at such speeds is a dicey proposition. Crash at 170 mph and retinae detach, organs flatten, and the aorta pops off a heart like the top off a gallon of milk. So you concentrate, watching for construction zones, curves, and listing Opels. There’s a lot of wind noise, even in a solid Porsche, but it’s peaceful. As it’s lonely out on top, it’s lonely out ahead, where only a determined driver in a similar-caliber car has a chance of keeping up.

What do four Porsche Cayenne Turbo Ss mean at a gas station? At least a €400 bill.

When driven so fast, Porsche Cayenne Turbo S loses whatever anonymity its familiar crossover shape allows. Rather, like a cowboy’s steed, the Turbo S at full attack straddles the line of vehicle and companion. All it takes to change a $160,000 trinket from show pony to racehorse is the right track.

To those who will never make it across the Atlantic and feel their Turbo S at full muscle on a public roadway: You’re living with a stranger. Bring it home, and let this Porsche show you its purpose.

2016 Porsche Cayenne Turbo S review

    • It’s not quite the last word in fast, but with yet more power and torque from the twin-turbo V8, the Turbo is anything but moderate

      First Drive

      2016 Porsche Cayenne Turbo S review

      First Drive

      2014 Porsche Cayenne Turbo first drive review

      What is it?

      The Porsche Cayenne Turbo S is the German sports car specialist’s ultimate SUV: the car for the customer who looks at a £95,000 Range Rover Sport SVR or a standard Cayenne Turbo and sees something moderate, understated, frugal – and very slightly underpowered.

      If you’re such a customer, prepared to stump up the full £120,000 for your rolling monument to excess, the good news is that you actually get plenty extra for your money here. A turbocharger upgrade for the Cayenne’s 4.8-litre V8 increases peak power to 562bhp and peak torque to 590lb ft. You also get 21in alloy wheels, active roll cancellation for the air suspension, ‘PTV-Plus’ torque vectoring for the four-wheel-drive system, carbon-ceramic brake discs clamped by enormous 10-piston calipers, adaptive LED headlights, an embossed leather interior with carbonfibre accents and a BOSE surround-sound premium stereo. The pick of the Cayenne options list fitted to your car as standard, in other words. Well, it saves wasting the ink in your special-edition Mont Blanc on that lengthy order form.

      The resulting car weighs just over 2.3 tonnes and yet it’ll lap the Nordschleife in less than eight minutes, says Porsche. The company also says it’s good for 0-62mph in 4.1sec; according to the Autocar road test timing gear you can expect a return of 4.0sec to 60mph when the absurdly easy-to-use launch control system does its thing on a dry surface.

      Find an Autocar car review

      Driven this week

      If that seems utterly bonkers when you read it out loud and stop to think about it for a moment, it’s nothing compared with how it feels from the driver’s seat. Nor is it any more unhinged than what this equally obscene and obscenely capable SUV can do on a wide, empty circuit, by the way — which, as everyone knows, is where any 2.3-tonne SUV naturally belongs.

      What’s it like?

      The Cayenne’s particular take on SUV type is unusual enough in itself, before you strap down a near-600bhp engine under the bonnet. You sit up high in the car, but with legs outstretched, shoulders snuggled down to the level of the shoulder line and both transmission tunnel and steering wheel quite highly sprouting. Visibility is good in all directions, but the driving position is hardly conventional. It’s as if you’re ensconced in a sports car on stilts. Space for second-row occupants is more than adequate, but it’s no better than you’d find in some big saloons. Try to squeeze a large dog box in the boot, meanwhile, and you’ll realise that it, too, could be bigger.

      Fire the ignition and the engine throbs away distantly at first; more vociferously and quite loudly when extended, although it never develops the baleful soul or charm of an SVR’s V8. The motor certainly feels powerful, mind you. Throttle response is slightly soft in the lower half of the rev range, the 590lb ft swell of torque saturating the middle of the rev range. What seems to matter, as in so much else of this car’s dynamic repertoire, is how fast the car goes — rather than how it goes fast. And it’s fast. You’ll need a very talented super saloon or a first-order super-sportscar to cover ground more quickly.

      Porsche clearly wasn’t going to stop at huge grip and vice-like body control for this car, either. The S’s on-road ride becomes uncompromisingly firm when you select ‘Sport’ or ‘Sport+’ mode on that air suspension – firmer than plenty of luxury SUV owners will be prepared to tolerate – but the trade-off is remarkable cornering balance when the surface is smooth. Limit handling is more adjustable than any car this size could ever be expected to produce, the Cayenne vectoring torque between its rear wheels to keep a neutral attitude dialed in as you corner, and marshalling its active anti-roll bars to resist body roll and promote directional response. Meanwhile, even accounting for the toll of all that brake-based torque-shuffling, the Cayenne’s carbon-ceramic anchors will haul up the car’s Titanic bulk, on circuit or on road, time after time after time.

      The majority of Cayenne owners will, of course, never drive the car quickly enough to discover the considerable talents of their purchase. As other manufacturers are beginning to understand, it’s perhaps more important that these cars work their magic at normal road speeds; that they are capable of exciting you without being driven to the sort of extremes that, frankly, seem all the more extreme in something so big and heavy.

      And it’s in the hinterland between ‘unhurried clip’ and ‘full tilt’ that the Cayenne Turbo S’s dynamic talent goes missing. Its steering has incisiveness and directness, but it’s inconsistent of weight and short on feel. The chassis keeps the car’s mass well in check in outright terms on track, but lacks the delicacy and fluency to suck the topography off a truly testing B-road at speed. Its powertrain is remorselessly effective, but lacks crispness and expressive character. There’s just a woolly initial shortage of definition about much that the car does, and an untidiness about the close ride control, both of which you have to push through before the chassis’ quality begins to shine though.

      New 2018 Porsche Cayenne: prices, specs and on sale date

      The new Porsche Cayenne will be released soon, with an E-Hybr >

      Perhaps Porsche ‘s most important launch this year will be the introduction of the new third-generation Cayenne SUV, arriving on UK roads in spring 2018.

      Purists sneered at the original Cayenne when it first arrived in 2003, but the Mk3, revealed last year at the Frankfurt Motor Show , promises to be closer in spirit to the company’s sports cars than ever.

      The Cayenne’s styling cues are a mix of traditional Porsche details with elements of the Macan and recently launched Panamera in its design. The headlights are an evolution of the last Cayenne, while matrix beam LED headlights are just one of the hi-tech additions to the car. There’s a wide grille set underneath, while an increase in dimensions means the Cayenne has greater road presence than before.

      The Cayenne sits on the VW Group’s MLB platform that is also used for the Audi Q7 and Bentley Bentayga , although Porsche will have completely reworked the layout for its own purposes. The Cayenne has the same wheelbase as the Mk2, but the car’s overall length increases by 63mm and the roof is 9mm lower. Coupled with the increased use of horizontal lines at the front end, this gives the Cayenne a slightly wider-looking stance. The car’s profile is largely similar, although the marginally longer rear overhang boosts boot space by 100 litres, with 770 litres on offer in five-seat mode.

      Inside, the Cayenne uses a dashboard that’s similar to the one found in the Panamera. There’s a large centre console as before, although it’s far tidier thanks to the 12.3-inch touchscreen system now used. Like the Q7 and Bentayga, the Cayenne gets access to 48-volt electrics, and this means Porsche is able to offer an active anti-roll bar set-up on the options list to boost the Cayenne’s handling.

      There will only be two versions of Cayenne at launch, the Cayenne and Cayenne S. The first uses a 3.0-litre turbocharged V6 petrol that makes 335bhp and 450Nm of torque. This is enough to take the car from 0-62mph in 6.2 seconds and on to a maximum speed of 152mph.

      Porsche is about to expand the Cayenne range with the E-Hybrid plug-in model and its been testing the tech to the limit. http://aex.ae/2oqUCYC

      The Cayenne S gets a 2.9-litre twin-turbo V6 with 434bhp and 550Nm. This model can manage 0-62mph in 5.2 seconds (or 4.9 seconds if you add the Porsche Sport Chrono option with launch control) and a 165mph top speed.

      In time Porsche will launch faster GTS, Turbo and Turbo S petrol models, and if that wasn’t enough, the German marque has also confirmed an E-Hybrid model will soon follow petrol powered cars into showrooms.

      Porsche has revealed that it is «on the cusp» of releasing the plug-in hybrid Cayenne, with final sign off tests taking place in South Africa right now. We’ve even been for a ride in a pre-production prototype too . Final figures have yet to be revealed, but expect an all-electric range of around 30 miles and a powertrain consisting of the base Cayenne’s 335bhp turbo V6 combined with a 100kW electric motor and a 14kWh battery pack.

      A Cayenne diesel is promised at some stage in the vehicle’s lifespan too.

      You can order a new Cayenne now, although deliveries won’t commence until April 2018. The standard Cayenne costs £55,965 before options, while the Cayenne S starts from £68,330. This is a small increase over the outgoing Mk2, although as usual Porsche will offer a wide range of options that will bump up the price significantly.

      Do you like the look of the new Porsche Cayenne? Let us know in the comments section below.

      New Porsche Cayenne 2017 review

      The all-new Porsche Cayenne has arrived, and we try it out in range-topping Turbo guise

      Porsche describes the new Cayenne as its ‘sports car for five’, and corny as it sounds, it’s alarmingly accurate. While the Cayenne has always offered enormous performance, the new car possesses a more attractive and modern interior, significantly improved refinement and even more agility on the road. It’s not a cheap car to buy or run, and won’t be to all tastes, but there’s no denying it’s all-round ability.

      The Cayenne defined the large, sporty SUV market when it first appeared in 2003, and while the 911 remains the essence of the Porsche brand, it’s the big 4×4 that the maker simply has to get right from a cash-generating perspective.

      This new third-generation model is based on the same platform that underpins both the Bentley Bentayga and the current Audi Q7. Once again though, Porsche has spared no effort in adapting it to its own needs, and never more so than with the flagship Turbo model tested here.

      At launch there will be no Cayenne Diesel. Two other petrol models available, however: the standard Cayenne, which uses a 335bhp single turbo 3.0-litre V6, and the more powerful 434bhp Cayenne S, powered by a 2.9-litre bi-turbo V6.

      Although Porsche claims the new Cayenne is up to 65kg lighter than its predecessor, the new Turbo tips the scales at a not-insignificant 2,175kg. Downsizing seems a silly word to apply to the new car, then, but like the latest Panamera, this new version ditches the old 4.8-litre engine in favour of an all-new, smaller 4.0-litre V8.

      More reviews for Cayenne SUV

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      With the benefit of twin turbochargers it produces 542bhp and a massive 770Nm of torque (up 30bhp and 20Nm respectively over the old car). With the benefit of a slick-shifting eight-speed automatic gearbox, an active four-wheel drive system with a multi-plate clutch, a variable rear spoiler, and Porsche’s optional Sport Chrono with launch control, the new car can sprint from rest to 62mph in as little as 3.9-seconds. The top speed is an impressive 177mph.

      This range-topper gains a unique 21-inch alloy wheel design packaged under colour-coded wheel arch extensions, LED head and tail-lights and four exhaust pipes. The new Cayenne is longer than the outgoing car, but lower, too. It’s a smoothly surfaced, chunky shape, if a predictable one.

      On the inside, the cockpit is dominated by the same 12.3-inch HD touchscreen that was first seen in the new Panamera, while straight ahead of the driver is a large, central rev counter – with further HD screens either side of that. The Cayenne retains its sporting bent inside with a lower driving position than you’ll find in a Range Rover, along with its high central tunnel. It all feels extremely well put together, with a perceived solidity that puts some rivals to shame.

      The 18-way adjustable sports seats allow plenty of scope for a good driving position, too, and the rear seats recline, while also sliding fore and aft for improve leg or boot space. Speaking of which, the Cayenne now boasts an extra 100 litres of luggage volume, albeit slightly reduced to 741 litres in the Turbo model. For comparison, a BMW X5 offers a 650-litre loadbay — albeit one that is also available with seven seats.

      Under the skin, the new Cayenne has a formidable arsenal of technology to make it handle better than ever on-road, but also off-road, too. The variable three-chamber air suspension offers greater breadth of control, while there’s a multi-link suspension setup front and rear overseen by a new 4D chassis control software that monitors everything the car is doing, tailors all the systems accordingly.

      With torque vectoring, optional electrically-operated anti-roll bars (PDCC), and rear-wheel steering (also a cost extra), the Turbo offers five on-road drive modes, plus Gravel, Mud, Sand and Rock settings. There are six ride height levels, and while we didn’t get to try the car off the public highway, our experience with the Bentayga suggest there’s every reason to believe it should be highly capable.

      On the road, the Cayenne Turbo sets new dynamic standards for an SUV, with smooth consistent steering that would be accurate enough for use in a proper sports saloon, let alone in a vehicle such as this one. But what’s really to its abilities are the options of PDCC and electric rear steering. The former not only has an iron grip over the Cayenne’s body movements during high speed cornering, but perhaps more importantly, slackens everything off when the Cayenne is driving normally on motorways or straight A-roads. This really improves the ride quality and removes the jiggling from side to side that is often so apparent in cars like this.

      The Turbo is an effortless high-speed cruiser: refined, comfortable, and always with immense power in reserve. The V8 has a subtle rumble when ambling on, but a strident hard-edged roar when extended. Whatever the gear or situation, it never feels as though it is struggling with the Cayenne’s mass. Moreover, the rear-wheel steering makes the Cayenne astonishingly maneuverable for its size and weight.

      With Porsche’s trick torque vectoring, the Turbo can even be coaxed into a slide — not the sort of behaviour many will want to access, and almost alarming the first time it happens, but incredibly effective at getting the nose pointed into a corner. Special mention must go to the brakes as well, which have spectacular stopping power and endurance — particularly if you spec the optional carbon ceramic setup.

      Although there are plenty of ways to inflate the price of your Cayenne Turbo via the options list, standard equipment is actually very generous. All cars come with heated seats all round and an excellent surround sound stereo, though for a whisker shy of £100,000, you expect a few toys. However, with optimistic economy and emissions figures of 24.1mpg and 267g/km, the Turbo will be reassuringly expensive to run.

      2017 Porsche Cayenne Turbo S AWD for Sale Nationwide

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      Find 2017 Porsche Cayenne Turbo S AWD listings in your area

      Description: Used 2017 Porsche Cayenne Turbo S AWD for sale — $89,888 — 28,541 miles with Leather Seats, Sunroof/Moonroof, Adaptive Cruise Control, Bluetooth, Memory Package, Backup Camera, Sport Chrono Package, Premium Plus Package, Smoker Package

      Certified Pre-Owned: No

      Transmission: 8-Speed Automatic

      Color: Carrara White Metallic

      Terry was very helpful in putting me in my dream Jeep!! Thank you!

      Professional and patient.

      Cathy was great. Had all paperwork together when i got there. Excellent vehicle and service from CBS

      Used Porsche Cayenne By Year

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