Whole photoshoot Almost unchanged in appearance, the third generation model has been seriously updated in terms of engineering and can now even compete with sports cars.
In Crete, where the test drive of the novelty took place, the car fleet is the poorest: the average age of cars is approaching the second ten, and sometimes there are rarities at all, which are even a dozen or two years older. It is clear that among such "modesty" our Porsche Cayenne look like aliens from another world - well-fed and rich.
I met only one expensive car. Before the start of the mountain serpentine, a brand new BMW M4 overtook me and began to lay turn after turn. And I'm driving the initial 340-horsepower modification, where the "horses" are almost a hundred less than the Bavarian coupe. Plus, my Cayenne weighs more, of course. But I have four-wheel drive (and the road is wet) and, of course, a perfectly tuned chassis. As a result, I “hang” on the rear bumper of the “emka” and it cannot come off in any way, although it is clear that the driver is trying his best.
Miracles on turns
I enter a steep, “plugging” turn with excess speed, and the crossover does not think to “plow”, remaining on the trajectory, it would seem, contrary to the laws of physics. With each turn, I get bolder and get to easy limber slides, but the addition of traction screws the car into the turn as if nothing had happened. I am only slowed down by the BMW in front, which slips more and more often on wet roads. In the end, a sense of prudence prevailed over excitement, and I let the “dzhigit” go forward so that he would not fly off the road from excessive effort ...
The initial engine in the model line with a capacity of 340 hp. enough for the new Cayenne. The crossover instantly responds to the fuel supply, without even a hint of a turbo pause, and the “automatic” switches instantly and smoothly. With the help of a small “wheel” on the steering wheel, you can change the modes: from “standard” to “sports”, “sports with a plus” and “individual”. And each of the modes is organic. Moreover, you can race on the “ears” even in the “standard”, and even the “sport plus” turns the Cayenne almost into a supercar. The accelerator pedal becomes a bare nerve, the “automatic” “spitting out” with the exhaust when resetting starts to switch jerkily, the sharp steering wheel becomes heavier, and the suspension “dubes”.
I liked the simple “sport” more, without the plus. Because with the “plus” you want to make the suspension softer. However, even in the "standard" mode, the car repeats the profile of uneven Cretan roads in too much detail, and on cracks and patches, the heavy 21-inch wheels kick hard. It's strange, because the new Cayenne is equipped with a state-of-the-art three-chamber air suspension, which, in theory, should combine excellent handling with high ride comfort ...
Technical features
The third generation model has a completely new chassis, in which, in addition to the unique “pneuma”, there are different-sized tires (previously the front and rear were the same size), electronic active stabilizers powered by 48-volt network, as well as new Porsche Surface Coated Brake brake discs coated with tungsten carbide for faster action and longer life. In addition, the crossover “lost weight” by 65 kg with a significantly expanded basic configuration. Do not forget about the steerable rear wheels, which turn at speeds up to 80 km/h in antiphase with the front ones at an angle of up to three degrees, which improves maneuverability and reduces the turning radius by 60 cm. front, thereby increasing the stability of the car.
The engines are also completely new, and they are all more powerful and more economical than before. So far, only petrol units are offered (hello from dieselgate!). The initial modification has a 340 hp 6-cylinder 3-liter turbo engine under the hood, followed by a 2.9-liter twin-turbo V6 developing 440 “horses”, and at the top of the line is a 4-liter turbocharged twin-turbo V8 , delivering 550 hp to the mountain With this engine, in the presence of a proprietary Sport Chrono package, the 2-ton crossover accelerates to “hundreds” in just 3.9 seconds, which makes it one of the most dynamic SUVs in the world.
The gearbox for all modifications has also been updated. It's still 8-band, but shifts softer and faster than before. The all-wheel drive system now uses an electronic multi-plate clutch to provide rear-wheel drive habits. As for off-road capabilities, they are still high, although they are not a priority. In the presence of air suspension, ground clearance can be increased to an impressive 245 mm, and the fording depth is 525 mm. Appeared in the Cayenne and a new special interface menu that allows you to select settings that optimize many systems for driving on rough terrain.
And, of course, the model has gained a huge number of various electronic assistants, among which are a parking assistance system with all-round cameras, adaptive cruise control with Stop-and-go function, lane control, lane change assistance, night vision, as well as electronic an InnoDrive navigator who, using navigation data, calculates the optimal acceleration and deceleration phases for the next three kilometers and thus regulates the operation of the engine. In a word, the new Cayenne is equipped to the highest standard, and its interior is chic.
Down with buttons!
The interior of the new Cayenne is identical to the modern Panamera, except that the central front panel vents are conventional, and not electronically controlled, which I personally consider a plus. The fact is that in the Panamera, the logic of their work in the “machine” did not particularly suit me, and adjusting the deflectors through the touch screen is still a pleasure. Otherwise, everything is just as high quality, monolithic and ... requires skill due to the abundance of touch keys, as well as the tactile 12.3-inch central display with excellent graphics.
The car has always-on Internet access and offers online navigation with real-time traffic information, an LTE phone module, online voice control, a Wi-Fi hotspot, four USB ports, the new Porsche Connect services and much more. It is convenient to use all this economy in the parking lot, but while driving it is better to focus on driving, since it is more difficult to aim your finger at the symbols on the screen than to grope for real buttons. When I asked Porsche about the safety of using the touch interface while driving, the answer was that long-term owners tend to use presets and don't get distracted while driving. Well, we'll get used to it.
The new adaptive sports seats are undeniably good. They envelop the body and hold it perfectly in turns without restricting movement - in my opinion, they are not as tight and stiff as they used to be. At the back, it doesn't feel more spacious, which is to be expected, since the wheelbase hasn't changed. However, it is already so spacious here, and is it really so important how the passengers feel? After all, Cayenne is designed to give pleasure to the driver. I do not think that the volume of the trunk will be the reason for choosing or abandoning this car, but if anyone is interested, I will inform you that it has become 100 liters more. And I will quickly take a seat behind the wheel of the next modification ...
Metamorphoses
I switch to the 440-horsepower version of the Cayenne S - and I don’t recognize the car, because here the chassis perfectly smoothes the road surface profile even in the most clamped mode, although the crossover still goes through sharp bumps harshly. I don’t know what such a metamorphosis is connected with, because both copies are equipped with air suspension. The engine, of course, is even more “evil”, and again, you can’t find fault with its work, as well as with the gearbox, as well as with the brake system coated with tungsten carbide.
Finally, almost with a fight, I knock out the Turbo version - they are all like hot cakes. I turn on the "drive", press the accelerator pedal - and I understand why the Italian colleagues did not want to get out of this car. Actually, this is not a car, but a plane, more precisely, a fighter! Fighter kilometers, mountain serpentines and all sorts of competitors. Everything that has been said about the modification of the Cayenne S is true about him, only multiplied by two. Acceleration impresses in a chair, ceramic brakes upset, as if hitting a wall, and in corners the degree of grip on the asphalt exceeds the instinct of self-preservation of the vast majority of drivers. In general, I choose Turbo!
However, all modifications of the Porsche Cayenne are good, and even the initial 340-horsepower version is able to deliver maximum driving pleasure. As for its suspension ... Perhaps it was a shortcoming of a particular instance, because the cars were pre-production. Like it or not, we will be able to check when we take the new SUV for a test in Russia. It will happen soon, because dealers already have the novelty. Prices for the model start from 4,999,000 rubles
| Specifications Porsche Cayenne S |
|
|---|---|
| Dimensions, mm | 4918x1983x1696 |
| Wheel base, mm | |
| Turning diameter, m | 12.1 (11.5 with rear wheel steering) |
| Ground clearance, mm | |
| Trunk volume, l | |
| Curb weight, kg | |
| engine's type | V6 petrol, biturbo |
| Working volume, cu. cm | |
| Max. power, hp/r/min | |
| Max. moment, Nm/r/min | |
| Transmission | 8-band automatic |
| Max. speed, km/h | |
| Acceleration time 0-100 km/h, s | 5.2 (4.9 with Sport Chrono package) |
| Fuel consumption (average), l/100 km | |
| Tank volume, l | 75 (90 optional) |
If you think that when creating a new car, the manufacturer is based on the opinion of idle journalists, then you are deeply mistaken. Impressions, suggestions and criticism of the masters of the pen, of course, are taken into account, but nothing more. Journalists and experts do not drive most of the tested cars. Ride them - to ordinary people who change the car not weekly, but only once every 5-6 years. The manufacturer just repels from their opinion.
Apparently, all the current owners of the Porsche Cayenne crossover are completely satisfied with the design of the car. Otherwise, it is simply impossible to explain that the new Cayenne from a hundred meters cannot be distinguished from the old one. Unless behind the differences are visible to the naked eye. Thanks to the jumper between the rear lights, which is gradually becoming a common element of all models of the German company. Although the idea, let's face it, is not new: take a look at the new Audi A8 and A7. What is really there - fused taillights have long appeared on the Kia Sportage and not so long ago on the X-Line all-terrain hatchback.
Thoughts about Koreans disappear as soon as you get into the salon. The high and wide central tunnel, which also dominated the previous generation Cayenne, has remained in place. But the rest of the interior architecture has changed almost completely. The main character on the front panel is a huge display of the media system. It is so large that on the sides of it there was no place for ventilation system deflectors. They had to move down. Lacquered panels with touch buttons are no longer a curiosity for us: we saw and used them in the Panamera. Nothing has changed since then. The sensors still respond to touch with sound and physical feedback, and the gloss is still instantly smudged with fingers.
Given the dynamic capabilities of the new Cayenne, it seems that the Germans even went a little too far with the newfangled touch controls. At autobahn speeds, you have time to blindly drive 100 meters and only after that you finally get into the virtual button. On shaky dirt paths - even worse. No, whatever one may say, but Porsche engineers have not yet found the perfect compromise between physical buttons and touch keys. But where there is no place for any compromises and cannot be, it is in the quality of the materials used for interior trim. There is absolutely nothing to complain about.
Do not find fault with ergonomics in its traditional sense. It is comfortable to sit behind the wheel, the windshield cleaning area is huge, the non-fixed “machine” selector works as it should. Even the sports seats of the Turbo version, despite their sporty look, turned out to be very comfortable and unobtrusive on a long journey. Good and traditional instrument cluster. You snatch out the most necessary information about the speed and engine speed at a time. The only surprise was that there were not very many places to store small things in the new Cayenne. Apparently, the owners of the German crossover prefer to carry everything with them and not to make something like a pantry out of the car.
Specifications Porsche Cayenne
We turn the “coin” located to the left of the steering wheel, and a 340-horsepower 3-liter supercharged gasoline engine comes to life under the hood. For the current Cayenne, this is the minimum. The increase in comparison with the weakest gasoline engine that was installed on the previous generation crossover is impressive - plus 40 horsepower and minus 2 seconds in acceleration to hundreds. Now the second hundred kilometers per hour on the speedometer appears in 6.2 seconds after the start.
The Cayenne S version with its 440-horsepower engine is even faster. But even its 5.2 seconds to hundreds pale in comparison with the acceleration of the Cayenne Turbo. But once upon a time other supercars could not dream of four seconds.
The most powerful 550-horsepower crossover was given to us only on the second day. It was possible to ride on it quite a bit. But if you leave aside your own interests, then there is not much point in driving such a Cayenne. In recent years, we have had the greatest demand for diesel versions, and with the change of generations, the vector of consumer interest will hardly change direction.
A diesel crossover will have to wait about a year, but for now, all attention is on cars with a gasoline “heart”. The base Porsche Cayenne rides so well that you probably don’t want more. From lock to lock, the steering wheel makes only 2.3 turns, so you don’t let it out of your hands at all in running bundles of turns. And this is very handy - the limit on coupling properties is very high. Rather, the driver will not stand it than the car will move at least a centimeter from a given direction.
It's a pity, but not without flaws. Despite the optional air suspension for the base Cayenne, the crossover swayed more than desired on asphalt waves. Next time it will be necessary to drive on the version with a conventional suspension. I do not exclude that it will pass better road flaws. Not too impressed with the sound of the engine. Such rapid acceleration must be accompanied by a much more juicy song. The Cayenne S no longer has problems with sound. The voice of the motor is still invigorating.
The suspension will not let you relax. Unlike the usual Cayenne on the "esque", three-chamber air springs are already in the base. But the settings, according to Porsche engineers, are different. And it is felt. Porsche Cayenne S rides harder. On asphalt roads abounding with seams and patches, it doesn’t come to discomfort, but you don’t want to go to the primer anymore. The steering on the Cayenne S appears to be set up the same as on the base crossover. In civilian modes, the steering wheel is a little tight, and on winding country roads it is impeccably informative.
Although no ... It turns out that there can be even more information content. We realized this as soon as we got behind the wheel of the most powerful version of the Turbo. The Plus electric booster made the steering wheel both lighter and more transparent. The Porsche Cayenne Turbo is a little different in general. It was as if he was specially created to stand apart. A huge crossover, but with 550 “horses” raging under the hood, it is perceived as a real supercar. Deviation of the steering wheel by a millimeter - the car immediately changes direction. Pressing the gas pedal per millimeter - plus 20 km / h on the speedometer. I can’t even believe that behind the driver and front passenger there is a spacious second row of seats, where three passengers can comfortably accommodate.
Yes, the new Cayenne has become more spacious than its predecessor. Potential buyers, apparently, asked for this as well. Increased in size and trunk. People from Porsche proudly spoke about the volume of 770 liters, forgetting, however, to clarify that a very impressive underground was also taken into account. On those Cayennes that will be sold in our market, there will be a spare tire. Trunk volume, of course, will be less.
We will not talk about the off-road capabilities of the Cayenne for a long time. They are, and, given the habitat of the German crossover, they can even be called redundant. Even without the “downshift”, which was abandoned during the change of generations, the Cayenne does not hang out on rough terrain. The main thing is to forcibly raise the car to the maximum possible 24.5 centimeters and not interfere with electronic assistants to do their job. With a standard "diagonal", for example, she copes effortlessly. Just as effortlessly, the new Porsche Cayenne can run a dozen laps on the race track. On perfectly smooth asphalt, where there is an opportunity to reveal all his remarkable potential, he is in his element.
But something tells me that the real owners of the Cayenne will not go to the race track. The German crossover will live in the stone jungle, where its dynamic capabilities are unlikely to appear. The question of comfort remains open. Heating, seat ventilation, four-zone climate control - all this is very good, but whatever one may say, the Cayenne's suspension is stiff. We – journalists and other experts – enjoy it. But will those who pay their money for a by no means cheap car be happy with such settings? Or did potential buyers themselves ask to make the new Porsche Cayenne tougher?
Price for the new Porsche Cayenne:
| Equipment | Price, rub. | Engine l/hp | Box | Drive unit |
| Diesel 3.0dAT(diesel) | 3 798 000 | 3.0/245 | 8 art. AKP | full |
| S 3.6AT(petrol) | 4 850 000 | 3.6/420 | 8 art. AKP | full |
| S E-Hybrid 3.0AT(hebride) | 4 964 000 | 3.0/333 | 8 art. AKP | full |
| S Diesel 4.1dAT(diesel) | 4 964 000 | 4.1/385 | 8 art. AKP | full |
| GTS 3.6AT(petrol) | 5 588 000 | 3.6/440 | 8 art. AKP | full |
| Turbo 4.8AT(petrol) | 7 778 000 | 4.8/520 | 8 art. AKP | full |
| Turbo S 4.8AT(petrol) | 9 784 000 | 4.8/570 | 8 art. AKP | full |
| 3.6AT(petrol) | 2 019 000 | 3.6/300 | 8 art. AKP | full |
New Porsche Cayenne video test drive:
The upgraded Cayenne is presented on our market in eight versions with petrol and diesel engines ranging from 300 to 570 hp. Prices - from 3,528,000 to 9,230,000 rubles. All modifications are equipped with an all-wheel drive transmission and an eight-band "automatic".
The owners of second-generation Porsche Cayenne crossovers are joking with each other in the forums: “Did you want everything to work properly in a car for five million more?” Tapping of the front suspension when driving through bumps, poor operation of the keyless entry system, a weak radio and television receiver, a poorly closing washer fluid reservoir cap, a poor-quality picture from the rear view camera - there are enough reasons for mutual trolling. But serious breakdowns are not as worrying as before. After the change of generations, the V8 engine no longer needs a sleeve for runs up to 80,000 km, there are fewer complaints about the chassis, including air suspension. It remains to get rid of minor flaws. Did restyling help?
From October 11, when sales started, until the end of 2014, the Russians bought 729 updated Cayennes. In just four years, 10,263 cars of the second generation were sold. The S version is chosen by 15.7% of buyers, and the Cayenne Diesel is the most popular (39.7%). The base car with a gasoline V6 accounts for 19.6%, Turbo - 9.3%, GTS - 8.5%, S Diesel - 4.8%, S Hybrid - 1.9%, Turbo S - 0.5% .
In the test Cayenne, the interior trim with genuine leather cost almost 390 thousand rubles! She even sheathed the body of the salon mirror, sun visors, steering column and the base of the front seats. The steering wheel a la Porsche 918 Spyder is the most noticeable innovation in the cabin.
Our Cayenne S has been thoroughly researched. The cap that closes the washer reservoir under the hood no longer rattles. Radio in Moscow and the Moscow region catches without interference. Yes, and there were no questions about keyless access for a week: the car felt me right away, as soon as I pulled the handle of the front or rear door. But the Makan-style makeover didn't affect the side mirrors, which in inclement weather are hopelessly covered in dirt, depriving me of my view. When driving speed bumps, knocks are still heard in the bowels of the front suspension, although the mileage of the test crossover does not exceed a thousand kilometers. And the low-resolution picture from the rear view camera on a small display by today's standards does not correspond to the status of the car.
For a PCM multimedia complex with navigation, they ask for 162 thousand rubles, although the speed, picture quality, and display size leave much to be desired. It makes no sense to complain about the dashboard overloaded with information - it is typical for all Porsches. The heated steering wheel works all over the rim. Between the handles on the central tunnel is a transmission control unit, air suspension and adaptive shock absorbers.
The filler neck of the washer reservoir is located far from the wing, but its cap is well fixed. Do not look for an oil dipstick - it is not here.
The multimedia complex is the scourge of Cayenne, as well as the related Tuareg. After widescreen TVs in BMWs, Mercedes and Lexuses in Porsche, you seem to go blind. There seems to be too much information on a small screen, especially when looking at a trip log. The speed system is not enough, navigation turns the map in jerks. The Porsche PCM responds to MMI, iDrive and Command Online systems with a touchscreen and fifty buttons on the center console! But just the buttons do not scare: maybe there are a lot of them - but they are logically located and you quickly get used to them.
In the "base" - bi-xenon adaptive headlights (our case), and for a surcharge of 90 thousand - LED. They are stolen, yes. Third-party companies put optics on self-tapping screws, fix them with cables, but this way vandals can still damage the hood, fenders or bumper. Radiators hidden behind the side air ducts are a target for stones.
Inside, there is a new steering wheel, which, without exaggeration, will suit all cars in the world, whether it be a small car or a thousand-horsepower hypercar. The Germans supplemented the list of options with a system of all-round visibility, electromechanical door closers and ventilation of the rear sofa. Otherwise, everything is as it was: the usual precision assembly and finishing of the highest quality. Landing - shine! It seems that you were born in this sports chair, you were raised in it and you can no longer imagine life without it.
Seats with nine adjustments and memory cost 90 thousand rubles, but there is no massage in the options list. It is spacious at the back, the cushion and back are adjustable by the sofa, a separate climate control unit is an option for 40 thousand. The sofa is molded for two, and a powerful central tunnel rises on the floor - as they say, the third is superfluous.
Fast Cayenne after restyling has become even faster. The Diesel version added 17 hp. (up to 262), Turbo - 20 "horses", and the hybrid version received an electric motor as much as twice as much power. But we chose the Cayenne S for the test because it has changed the most. As a result of modernization, the sweet-voiced atmospheric "eight" 4.8 was removed from the engine line. It's a pity. She, of course, loved to eat butter, but everything was forgiven her for her charisma. Instead of a V8, the Eski now has a supercharged six-cylinder engine with a displacement of 3.6 liters. Inadequate replacement? Two turbochargers dispel skepticism!
Cayenne does not care whether the asphalt is clean under the wheels or covered with snow and ice - in any case, he keeps a straight line exemplarily. And the insulation is such that you will not hear the clatter of thorns.
The unit, familiar to us from Makan, produces 420 hp. and 550 N m instead of the previous 400 forces and 500 Newton meters. Previously, the peak of thrust was at 3500-5300 rpm, now the maximum torque is available earlier, and the range is a third wider: 1350-4500 rpm. With the previous eight-speed “automatic” Aisin crossover weighing 2085 kg shoots up to 100 km/h in 5.4 seconds. The predecessor was albeit lighter (2065 kg), but slower (5.8 s for a car with the same Sport Chrono package). At the same time, it is stated that the Cayenne S has become more economical: consumption in the certification cycle has decreased from 10.5 l/100 km to 9.8 l. We did not measure the dynamics, but I believe in the passport, and the average consumption of the "ninety-eighth" during the test was about 17 l / 100 km.
The air suspension operation algorithm has not changed. The standard clearance of the "eski" is 210 mm. People often like to ride like this, in an intermediate position of the body raised to 238 mm. On serious off-road, the distance to the ground can be increased to 268 mm, and at high speed between the road and the bottom remains 18-19 cm.
The first thing you notice while driving a restyled Eski is silence. Up to 3000 rpm the engine is almost inaudible, and even at full throttle the sound is too intelligent. As if it's not you who are accelerating, but someone nearby. From the exhaust system comes only strained "woo". It is a pity that the car was deprived of a voice, and the driver - of additional emotions, because with the new engine the Cayenne S flies even more than before. Powerfully takes almost from idle, and from 2000 rpm it rushes forward like a cheetah does not run after an antelope. Then the "automatic" quickly, with a barely noticeable jerk, pokes the next stage - and the flight continues. Biturbomotor 3.6 is your genie: just rub the gas pedal a little, like a magic lamp, and the “six” will fulfill any desire both in the city and on the highway.
Trunk volume - 670–1780 liters. But with such a rich finish, only Persian carpets can be put here without fear. Under the floor there is a dokatka, and on the right wall there is a button for forced lowering of the rear air suspension into loading mode. The key must be held until the clearance decreases to 158 mm.
The second-generation Cayenne on the go was, of course, softer than its predecessor, but only a very tolerant person could call it comfortable. A two-ton crossover must first and foremost be a Porsche, with handling at the forefront of chassis tuning. And yet, in the course of preparing the updated version, the engineers made small concessions: they reconfigured the Comfort suspension mode in the direction of a better ride. The difference is ephemeral - on low-profile tires, the Cayenne still pays attention to any small to medium-sized bumps, although it does not shake. The suspension works out pits or steps with sharp edges and is completely painful, as before restyling.
Under normal conditions, the electromagnetic clutch transmits only a tenth of the thrust to the front end. If necessary, the clutch is completely blocked, but in motion, the Cayenne S almost always retains rear-wheel drive habits. On snow, after a sharp press on the accelerator, the car freezes for a second in the demolition, and then gently goes into a skid. The slip angle is easily controlled by the steering wheel and throttle.
In place of the project manager for updating the Cayenne, I would pay more attention to the calibration of the power steering. At the beginning of a high-speed long arc, it is not always possible to set the optimal direction due to indistinct effort in small angles, often you have to grope for the trajectory along the turn. And it would not hurt to work on the damping of steering when driving through potholes. The Cayenne is certainly sporty, but in the end it seemed to me that the new BMW X6 could deliver more driving pleasure: yes, it is stiffer, rougher, but at the same time more responsive, and its suspension seems to be more collected.
Cayenne has non-record suspension travels, and the geometric cross-country ability is not amazing: the angle of entry is 26.3º, the exit angle is 23º. This is more than the BMW X6 (25º and 22.5º), but worse than the Range Rover Sport (33º and 31º). On the other hand, a “smart” all-wheel drive transmission with an active rear gearbox and air suspension will easily master the off-road, where the Porsche owner is not afraid to poke his head.
The Porsche crossover is not a bad idea: it has got a wonderful turbo engine, the Aisin “automatic” is quick and reliable, and the all-wheel drive transmission is effective. The suspension is not without balance, the handling is thoroughbred, and in terms of sound insulation of the Cayenne cabin, most executive class sedans are out of the belt. The feeling of quality, the level of workmanship, attention to detail - the car can still be used as an example.
In Sport mode (both suspension and powertrain) Cayenne S is optimal: moderately assembled and comfortable. How it should react to gas - not abruptly and without unnecessary pauses. But Sport Plus makes the crossover too nervous. Brakes with six-piston calipers at the front and four-piston at the rear are more than enough.
But now the Cayenne doesn't feel as perfect as it did four years ago. Competitors are to blame: they are crushing with new technologies and a wider list of equipment, they are seducing with spacious interiors, beckoning the lover to trample the accelerator with power units. Behind the wheel of a brand new, brand new Cayenne, you understand that, like people, cars do not get younger with time. The design of the rear has become less pretentious, but in general it has already become boring, the menu of the well-deserved multimedia system has been looked into holes - in the current realities, I want a deeper restyling. Or better yet, a new generation of cars.
A good trick came up in Porsche. In the rear-view mirrors - the usual second Cayenne. But as soon as he is in front, as before you feed 911! Just a little too high. And marketers would never have allowed designers to put on the rear of the third "Cayenne" this characteristic optics, if the engineers had not assured them that the car rides to the highest standards of "nein ileven". To do this, so many technical tricks were used in the new generation of the crossover that I extremely sympathize with the future owner of such a ten-year-old car.
But in the present, here and now, it's an impressive fusion of technology that makes owning the latest Cayenne a very interesting experience. For example, even the banal use of functions in the cabin can be considered entertainment. Samsung and Apple are racing away from physical keys - so what's worse than Porsche? So now the Cayenne has the same "hob" on the center console as the Panamera. And, unfortunately, it gets dirty and scratched in the same way during the first trip.
White calipers are a hallmark of the new PSCB brakes with tungsten carbide coated rotors and special pads. Claimed to be more durable and tenacious, but no differences were noticed on the go from the usual ones
Surprising inside. Differently
Touch-sensitive multimedia control keys at the very top of the console look impressive, but they are less pleasant to use than mechanical ones - it's harder to hit and get confirmation of the action. Although it is noticeable that the designers tried to think through these moments. They were too smart with the machine selector: the P key is placed separately and is just as inconvenient to press as the lock trigger. But you can’t deny the interior of the Cayenne in one thing - it all looks very innovative and high-tech. Fortunately, at least the central air vents are not controlled through the display, like the Panamera.
Ergonomic oddities continue on the steering wheel: there is a drum on each spoke, but none controls the volume; and how to scroll through the tracks - it's not clear at all. In the lower right section of the steering wheel is an optional dial for selecting driving modes. But its ribbing is not made along the plane for which it is convenient to rotate it - strange. And in this interior there is absolutely nowhere, except for cup holders, to put the phone. Maybe because Porsche for some reason can't offer wireless charging yet? To top it all off, the crunches of the trim panels are surprising in the cabin.
Turbo modification salon. The chairs are very good, but would be even better with headrest adjustment. Behind it became more spacious, and the climate control panel is made in the style of the central
But if there are questions with the input of information, then its display is flawless. On the central display with a diagonal of 12.3 inches, everything is as colorful and clear as on any modern tablet. The huge screen area, combined with the rationality of its use, makes the interface of the Porsche PCM system one of the most advanced. It has online navigation, integration with Internet services for music and other content, connection with a smart home, close connection with smartphones, as well as voice control improved to another intuitive level.
Sports flying carpet
But on a strong impression of the interior, the magic does not end, but only begins. The previous Cayenne also knew how to be comfortable on the go, but the new one sets the bar on a different level. Unfortunately, at the presentation there were no cars on a spring suspension (pneuma is only on the Turbo), so we can only talk about the chassis on three-chamber air springs. And the Cayenne with such a suspension is simply ironed along the road, leaving all the folds, creases and other roughness somewhere under the bottom - almost nothing reaches the passengers! And only large potholes give out a lot of large wheels: the range of dimensions is 19-21 inches.
The only way to feel the shaking is to lift the suspension on tiptoe. For example, by turning on a special off-road mode - and then at 245 mm above the ground the body will not oscillate as serenely as at the minimum 162. But you need such clearance only in combination with a burning desire to overcome a few gully (well, yes, on the Cayenne) ), and then you might even use off-road modes for rocks, sand, gravel, or mud. But let's be realistic - these crossovers are driven in a completely different way, and that's where the chassis of the new Porsche opens up much brighter.
Oh, it’s not without reason that the optics a la 911 fit so organically in the back! The creators endowed the Cayenne with the ability to turn fantastically, and it's hard to understand without trying it yourself. But I'll try to explain. The corner entry speed can be increased to values that simply do not fit in the head when driving a two-ton crossover! But the "muzzle" does not go out, but from time to time it clings and drags the car into a turn. Further, it is also interesting - you can press the gas earlier than experience and feelings suggest, and the Cayenne will begin to accelerate, and not plow, “boil” or blunt. But there is a secret behind every trick, and Porsche engineers don't hide it.
For example, the Cayenne now has an optional steerable rear axle: its wheels turn out of phase with the front ones by a maximum of 3 degrees, making slower cornering and maneuvering easier. And at high speed, the rear wheels turn in the same direction as the front wheels, improving stability. For the first time in the history of the model, mixed-width tires are installed on it: 255 in front and 275 in the rear for 19-inch wheels and 285/315 for 21 inches. Thanks to the super-meaty rear wheels, rear axle traction is better, and acceleration is more intense.
Finally, the Cayenne knows how to deal with body roll like never before, so body roll does not unbalance the car in corners. The previous model also had active stubs, but now they are not electro-hydraulic, but electromechanical: two parts of the stabilizer rod rotate relative to each other in different directions by a special electric motor. It responds faster, is more powerful and consumes less energy than hydraulics. Therefore, even when driving with tires squeaking (and these are serious sports Pirelli or Michelin), Cayenne turns very “flat” and gives the driver very unambiguous reactions.
Turbo, biturbo and turbo
But even serious "Michelins" and "Pirellis" of wild dimensions cannot fully cope with the power of a 550-horsepower monster with a Turbo badge on the tailgate. The top version not only became more powerful and faster than before (which is logical), but also overtook the previous Turbo S in terms of dynamics! Now the numbers are: 3.9 s and 286 km / h. It is unlikely that you will notice a difference during overclocking, but the fact that all the magical technologies described above are powerless in the face of such brute power instantly crawls out.
With careless piloting close to the limit, Turbo is unceremonious with the driver. There are so many “Newtons” that they easily drag a two-ton crossover across the entire width of the lane at the exit of the turn with a weakened stabilization system, and when you are vigilant at full speed, you will not be able to accelerate to the floor until you put the steering wheel strictly straight. In this regard, the 440-horsepower Cayenne S is more accommodating and flexible. It does not so sharply bring down on the wheels the thrust of a 2.9 bi-turbo six, and the nose of the car, and the car itself, is lighter. Therefore, I liked the high-speed serpentine driving more on the Cayenne S. The most solid character!
Yes, and the dynamics of this version do not hold: 4.9 to hundreds - this is also a hurricane within the class. The base Cayenne with a three-liter V6 with one turbocharger is another 100 horsepower weaker, but not to say that its 5.9 seconds were unconvincing. If Turbo is irrationally fast, and S is well stocked, then the simplest engine still covers almost any need, sounds fine and doesn't need much fuel. But there are no diesels yet (remember Dieselgate?), as well as a hybrid and a charged modification of the GTS are not ready. Turbo S of the new generation is also not ready yet, but taking into account the power of the previous one (570 hp), we are waiting for a return of 600 forces.
That's why he's like this
It turned out to be an interesting car: with a controversial design (you were also expecting something more interesting from the front?) And ambiguous interior comfort, but outstanding driving performance in all disciplines, except, probably, for severe off-road. And the latter simply could not be tested personally. And it's not about the Cayenne at all. But it is absolutely certain that the familiar “muzzle” will also be respectfully skipped, only by seeing it in the rear-view mirror, and also that very glossy photos on Instagram will be obtained in this glossy salon.
Both geeks and sophisticated drivers will not be disappointed in Cayenne. The most complex mechanisms and technologies are addressed to the first, with which you can stuff a car for a lot of money. And the second is the result of their work, that is, the opportunity to step a little beyond the line of the possible on asphalt with impunity. And it is for this that he deserved this strip in the entire stern.
By the time, back in 2002, the Porsche brand began selling its first SUV under the 955 index, the zealots of tradition literally exploded with noble anger: what is it, how is it? Dirt mixer from Porsche? A common genotype with a simple Volkswagen, and even assembly on the same conveyor? The sky has fallen to earth! Undermining the foundations and shaking the foundations!
But buyers on both sides of the Atlantic paid absolutely no attention to these Philippics. Because the designers of Porsche offered the buyer a truly universal car, at first glance recognizable as a worthy representative of the brand, powerful, fast, with excellent handling, but at the same time not afraid of bad roads and very roomy.
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And in Russia, where Porsche sports cars were treated with great respect, but kept mainly for an impractical extravagant toy, which, in fact, there is nowhere and nowhere to go, they completely accepted the appearance of a new luxury SUV with a bang. And it was Cayenne that became the foundation on which the building of the brand's Russian success was built. This was the case in 2004, when Porsche had only two dealerships in Russia, and this situation continues today, when their number has reached 21, and such popular models as the Panamera and Macan have appeared in the company's lineup. In an interview given by the General Director of PORSCHE RUSSLAND Dr. Thomas Stärzel to our publication, he did. And in this case, we are talking about the hero of our test, the second generation Cayenne with an index of 958.
Second edition, improved
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When the car was officially presented to the world at the Geneva Motor Show in March 2010, it immediately became clear that Porsche engineers and designers did the work on creating the “second edition, improved and supplemented” in their usual manner, that is, they tried to make sure that the differences between the new product and its predecessor were not conspicuous. Indeed, it is enough to look closely at any representative of the glorious nine-eleven family (in English - Nine-Eleven, in German - Neunelf) to identify it as a Porsche 911. And it doesn’t matter at all what factory index the car wears - 901, 930, 964, 993, 996 or 991, and how technically it differs from the classic 1963 sports cars.
So the Cayenne has changed little: the shapes of the windshield and rear windows, the roof, the headlights (the shape of which was clearly inspired by the Carrera GT lighting equipment) and the roof of the body have become different, daytime running lights have appeared. The widespread use of magnesium and aluminum alloys allowed the body to “lose weight” by 250 kg. Naturally, the changes affected both the range of engines and the interior. And all the same, a person who is not too well versed in cars, most likely, will not be able to say whether the Cayenne is “old” or “new”, but he will indicate both the make and model with absolute accuracy.
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On Cayenne, all in Gaban
He will correctly name the brand because it is simply impossible to confuse the Porsche design with any other. Look at this smoothly falling down hood with a slight hump and longitudinal stampings, hinting at the same ever-living 911. Take a look at its leading edge and the mouth of the radiator grille, which to me personally resembles the head of a giant manta ray. On the huge side air intakes of the brake cooling system, on the severely frowning drops of the front lighting caps, on the tightened profile of the sides .... This is a Porsche, in every line, despite the overall massiveness of the body and the proportions typical of a mid-size crossover.
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And our “non-expert” recognizes the Cayenne because in 12 years the car has become a cult, has become a visible attribute of financial success and high status, displacing both, and, and in this capacity. It seems to me that this became possible precisely because of the sporty nature of the car. Because there are other expensive and status models on the market, but ...
It is no coincidence that “On Cayenne, all in Gaban, I drive around the city” entered the urban folklore (I know that in Zhytomyr, and that Valentin Strykalo wrote this - but the phrase went to the people). What does the heroine of a simple song do in Cayenne in her girlish dreams? That's right, it's running. And “all taxi drivers and minibuses give way, flashing” ... As a rule, representative cars are not very conducive to “driving” them, and sports supercars do not take root in our country because of their tenderness and demanding quality road surface. But the Cayenne is very possible to drive. But back to appearance.
Who has four eyes
In 2014, Cayenne has undergone a slight restyling. The main thing that he received was new modern lighting equipment. As a child, we had a popular teaser: "he who has four eyes looks like a diver." I don’t even know, they made the Cayenne look like a diver with four separate navigation lights under each cap, but they look exceptionally original and aggressive. Well, one more note: there is no chrome on the body of the model as a class. Only a large Porsche lettering on the tailgate and footrest pads (which are not on all versions). Indeed, why does a real athlete need chrome?
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Well, inside ... Often, the salons of expensive cars are compared with the offices of respectable leaders, furnished with leather furniture. So, although in the cabin of the Cayenne there is an abundance of high-quality leather with the most even stitching, I absolutely do not want to compare it with the cabinet. Rather, it reminds me of the wheelhouse of a space yacht from a science fiction novel. Firstly, the interior does not use wood at all, only leather, matte polished metal and carbon fiber. The tree is for pot-bellied oligarchs whose owners prefer to read exchange statements, lounging on the back sofa and turning on the massager. Cayenne is designed for the owner to pilot his treasure himself.
Just look at all this scattering of buttons, levers and handles that covered the center console and transmission tunnel! Moreover, the size of these controls clearly hints at the fact that the designers did not at all assume the possibility of controlling the apparatus in fur gloves. But the tactile sensations of the button are exceptionally pleasant.
You're lucky, I'm not like everyone else
Well, what about chairs? These are not even chairs, these are pilot lodgements! And with a lot of adjustments. You can not only move the seats in the longitudinal direction and change the angle of the backrest, but also change the length of the pillow, strengthen or weaken both the lower and lateral support, lumbar support ...
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Moreover, both the seats and the steering column, which is adjustable in angle and reach, are equipped with servo drives, so that the ideal setting can be achieved even on the go.
In general, the interior design literally screams: "You're lucky, I'm not like everyone else!"
Take at least the key and the ignition lock. On the one hand, Porsche abandoned the contactless key fob and the engine start button. But they didn’t exchange for an ordinary key-keychain with a flip-out sting either. That is, there is a keychain, and which one: the designers gave it the look of .... a Porsche car! And this key fob needs to be inserted into a special slot (and this slot is not located to the right of the steering wheel, like everyone else, but to the left), and to start the engine, you still have to turn it.
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Or the dashboard. Five separate wells, and in the central, largest - a tachometer. The speedometer stuck to the left, and, frankly, it is readable on the go ... but in general it is practically unreadable, since the markings on it are 50-100-150-200-250. And that's all. This is, of course, absolutely the right solution for the race track. There, after all, it is important to shift gears at optimal speeds and not twist the engine, and then they will tell you your speed, according to timing. But in the city...
But the designers thought about it and placed a small display at the bottom of the tachometer, which displays the speed in digital format. Approximately the same approach is implemented in the chronometer-stopwatch crowning the central console: its main function is needed only on sports tracks, and so that the stylish device does not turn into a decoration that is useless for everyday life, there is also a digital scoreboard that displays the current time.
Tongue of the round thing
Steering wheel. Well, tell me, how can a sports car have an uncomfortable steering wheel, especially if it was developed by brand specialists with vast racing experience?
And, although it belongs to the type that I do not like too much, which rigidly sets the position of the hands, I must admit: in the Cayenne, such a decision is absolutely justified and appropriate, and the very form of ergonomic influxes does not cause any inconvenience. Moreover, the volume control of the audio system and the phone is implemented in the most convenient way of all that I have tried, with the help of knurled wheels recessed into the spokes. Moreover, these wheels fit perfectly under the thumbs, and the axes of their rotation are inclined, so that the most natural movements are required of you. Well, the cruise control is placed on a separate steering column lever. Glory, glory to Porsche ergonomists!
But the steering wheel is not just a round thing that you need to turn in order for the car to change direction. It is also a communication system by which the Cayenne communicates with its driver. But this is already “for those who understand”, who have learned “Cayenne” at a good level. Indeed, we are accustomed to the American-style "empty" steering wheels of mid-size SUVs. This setting also makes sense: it provides maximum convenience when maneuvering on extreme terrain, where, as you yourself understand, you have to crawl at a snail's pace. But in high-speed corners, this setting is not very convenient ...
Cost of a Porsche Cayenne
from 4,770,000 to 11,929,000 rubles.
Recently, many cars have acquired steering wheels with artificial loading. But this option is also far from ideal: the car just mumbles to you “turning ... turning ...”, without giving any additional information. The Cayenne is a completely different matter, and by the way the steering wheel is filled with weight, you can absolutely accurately assess the correspondence between speed and angle of rotation.
Inexhaustible
In general, the controls of the Cayenne require a long and thoughtful study. Only the suspension and transmission have three modes, and they can be combined! And in general, to complete any task, the Cayenne, as a rule, offers several options for action. For example, the gears of the Tiptronic S box can be sequentially switched manually “in a formula way”, using the paddles on the steering wheel, or “in a rally way” by moving the selector to the left position and pushing it away from you or towards you. The choice depends on your habits and driving conditions.
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On a highway or on a mountain serpentine, it is more convenient to use the petals, but on a grader or country road that requires intensive taxiing, in Offroad mode, it may be more convenient to use the selector.
In general, Cayenne is inexhaustible, like an electron.
For example, I discovered the lockable drawers-safes under the front seats after the shooting, quite by accident, when I inspected the car before handing it over for any forgotten things.
Cayenne breeder, get up on your skis!
It is also important to understand that the Cayenne is not just a powerful and fast car with sports genes. In many ways, the secret of its popularity lies in its versatility and practicality. Yes, it is understood that its owner will drive himself. But you never know where he will go and whom he will have to take on board! So the trunk in the car is very decent, 540 liters (and by folding the rear row backrests, you can bring the volume up to 1,780 liters).
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But why would a wealthy owner need an SUV? For example, he may be fond of skiing. And when he goes for a drive with three friends, he can only fold the middle part of the back row, putting both skis and sports bags in the trunk. In this case, of course, the rear passengers will not be able to use the armrest or the cup holders hidden in it, but the possibility of individual adjustment of the microclimate and seat heating will remain at their disposal.
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Well, the high status of both the owner and his car will be emphasized by an emergency kit, packed not in a banal nylon bag, but in a vintage-looking case made of thick saddle leather with an emblem embossed on the valve.
Dream of Khabar
Cost of 18-way adaptive sports seats
131,767 rubles
Well, now let's dream a little... Imagine that you are a successful businessman who just recently decided to buy a Porsche and, of course, chose the Cayenne. That's just the one I had on the test - just Cayenne, with a three-hundred-strong V6, the most affordable in the line, for 4,770,000 rubles.
So, you load your luggage, family and skis into the Cayenne and hit the road. But first you need to get through the crowd of Moscow traffic jams and overcome the first two dozen kilometers of the "Vladimirka" with Balashikha, traffic jams and traffic lights. And the first thing that the newly minted “cayenne owner” understands is that the car behaves extremely intelligently in urban conditions, without frightening the driver with extreme power, nervous reactions and a hellish growl. He simply keeps in the flow with ease at any speed, but if necessary, readily makes lightning-fast rebuilds.
Porsche Cayenne
At the same time, the suspension can be safely left in Comfort mode (the car still remains very collected and reacts accurately to any steering movements), but the box can occasionally, if desired, be switched to Sport or Sport Plus mode - if the traffic situation requires rebuilding especially vigorously or if you were the first at the traffic light and want to get away from Kamaz puffing diesel exhaust. After some time, to select the desired mode, you will not even need to look at the button block on the transmission tunnel...
This you can
After Noginsk, you will finally break out into relatively free sections of the M7. Here you can either simply turn on active cruise control, set the maximum non-penalty speed, and roll in a relaxed mode, enjoying your favorite music in the speakers of the BOSE audio system. Although I strongly suspect that a person with an adventurous streak will decide to rely on the warnings of a radar detector and a navigation system, press the trigger and, at every opportunity, will “blame all the money”: he’s driving a Porsche! We understand, we understand... How, how, “on Cayenne, all in Gaban...” Well, in this case, not “in Gaban”, but in Toni Sailer, Phenix and KJUS. We understand, although we do not approve. Better wait for the turn to Saransk, and then to Bogorodsk.
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There, on two-lane roads, with the inevitable overtaking into the oncoming lane, the Cayenne will show you everything that it is capable of (although you definitely won’t be able to accelerate to maximum speeds). But you can fully appreciate the performance of Porsche Stability Management (PSM), Porsche Torque Vectoring Plus (PTV Plus) and Porsche Dynamic Chassis Control (PDCC).
But now you have reached your destination, and the entire parking lot is already full of cars. Ha! Do not forget that the Cayenne is a very sporty, but still quite a real SUV. So you will definitely find a free “parking snowdrift”, where you can safely crawl in by turning on the Offroad mode, and the Surround View system will help you carefully crawl past the unsuccessfully placed “behi”.
YOU WILL NOT LIKE A PORSCHE CAYENNE IF:
- You hate digital clocks and speedometers;
- You yourself do not drive a car, a driver carries you;
- You already own a Cayenne Turbo S.
