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.
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:
Going to Crete to get acquainted with the new Cayenne, I, of course, knew that it was built on the MLB platform, which had already formed the basis of the Bentley Bentayga and Audi Q7 crossovers. Therefore, I was not surprised either by the 48-volt on-board network, or by active anti-roll bars, or by the rear suspension thruster. He flirted with me with these high-tech things at a driving presentation a year and a half ago.
But the eyes do not believe! Is this really the new Cayenne? From the front, it is almost impossible to distinguish it from its predecessor, you have to peer into the details. But from the stern - no doubt! - new. But why is that? The designers say they wanted to emphasize continuity. What is there to emphasize? The design of the front of most Porsches has not changed radically for decades. But the narrow rear lights and the LED flourish connecting them, as in, are the current Porsche style.
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Russian sales begin in January, but live cars will appear only in May. So far, three versions have been presented: Cayenne and Cayenne S with six-cylinder turbo engines with 340 and 440 hp. respectively, as well as the Cayenne Turbo with a 550-horsepower V8 engine.
The Cayenne Turbo is so sharp and reckless to drive (only two turns of the steering wheel from lock to lock) that I was even ... a little upset. Now, if it had fallen into my hands ten years ago, I could have enjoyed it to the fullest. And now - a family, a mortgage ... Rush along the narrow Greek serpentines, tumble into another closed turn at the limit of tire grip, pulling is not so strong. Although I got excited with the limit of grip properties of tires: in order to find this limit, you need to try.
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Just don't get me wrong: the dissatisfaction is not with the car, but with the fact that it is difficult to find the right terrain to realize at least half of the Cayenne Turbo's capabilities. Autobahns? We don't have them. Serpentines? Also search again. Such a Cayenne has a place on a specialized circuit, and on ordinary roads it is stuffy. Even in the city, he does not allow you to relax: the slightest deviation of the steering wheel from "zero" leads to a change in course.
However, this will not deter buyers. Cayenne Turbo is, first of all, the status of the owner, which is confirmed by the technical characteristics: 3.9 seconds to accelerate to 100 km / h. It's faster than the second generation Turbo S. Why, faster than many "real" Porsches of past years - "nine hundred and elevenths"!
However, I do have one complaint. The side windows of the Turbo are double, but the rustle of the tires nevertheless seeps into the cabin. Mute it! And the sound of the motor, on the contrary, I would “add”.
By the way, where is the “forward flow” button that allows you to enjoy the signature baritone of the exhaust system? Has the new Cayenne Turbo lost its voice? The Panamera has this option, but it will appear later. There will also be diesel and hybrid versions.
Despite the fact that the MLB platform implies the location of the engine in the front overhang, the front end does not seem overweight: it does not provoke rolls and demolition. First, the center of mass is now slightly lower. Secondly, the new electromechanical stabilizer instantly responds to lateral accelerations. Thirdly, the new Cayenne is equipped with tires: from 255/55 (front) and 275/50 (rear) on 19-inch wheels to 285/40 (front) and 315/35 (rear) with 21-inch wheels. Finally, the Turbo's curb weight was reduced by 10 kg, while the Cayenne and Cayenne S were lightened by 55 and 65 kg, respectively.
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Less power, fewer kilograms… Cayenne S makes a completely different impression: it is more pleasant to roll around the city, and on the highway the power reserve is quite enough for a spectacular breakthrough. And ... is the "eska" growling at others a little louder?
Hardly. It's just that on the mountain roads of Crete, because of the constant elevation difference, it lays ears. Remember how the Cayenne Turbo, rushing into battle, did not let you relax? "Esca" is so obedient that I even yawned - the pressure on the membranes returned to normal, and the Cayenne sounded.
Both versions I've tried make an absolutely lightweight impression. But that doesn't mean the Cayenne has lost off-road talent. Torque is supplied to the rear wheels, and the front is connected by an electronically controlled clutch with packages of "wet" friction clutches. Now the clutch is mated with the body of the 8-speed ZF hydromechanical automatic, which replaced the Japanese Aisin. Why not a robotic PDK, like on the same Panamera? It is precisely because of off-road ambitions: at the crossroads it is important to dose traction smoothly, and hydromechanics is the best suited for this.
The more you succumb to the charm of the new Cayenne, the more interesting things you discover. From now on, the Cayenne has no naturally aspirated engines, it is shod with different-sized tires and sports an active roof spoiler. But the main thing - Cayenne still withstands the "golden ratio", and definitely not only in terms of design.
| Cayenne Turbo - the fastest serial SUV! | Missing the signature Porsche sound |
Cayenne | Cayenne S | Cayenne Turbo |
Length/width/height/base |
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4918 / 1983 / 1696 / 2895 mm | 4918 / 1983 / 1696 / 2895 mm | 4926 / 1983 / 1673 / 2895 mm |
Trunk volume (VDA) |
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Curb / gross weight |
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1985 / 2830 kg | 2020 / 2840 kg | 2175 / 2935 kg |
Engine |
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gasoline, turbo, V6, 24 valves, 2995 cm³; 250 kW/340 hp at 5300–6400 rpm; 450 Nm at 1340- | gasoline, biturbo, V6, 24 valves, 2894 cm³; 324 kW/440 hp at 5700–6600 rpm; 550 Nm at 1800-5500 rpm | gasoline, biturbo, V8, 32 valves, 3996 cm³; 404 kW/550 hp at 5750–6000 rpm; 770 Nm at 1960-4500 rpm |
Acceleration to 100 km/h |
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Max Speed |
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Fuel / fuel reserve (optional) |
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AI-98 / 75 (90) l | AI-98 / 75 (90) l | AI-98i / 90 l |
Fuel Consumption: Combined |
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9.0 l / 100 km | 9.2 l / 100 km | 11.7 l / 100 km |
Transmission four-wheel drive; A8 |
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* The volume of the trunk is indicated for the level "under the curtain". |
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Best the enemy of the good. This common truth has long been learned by automakers, who are very careful in upgrading their most successful and status models. After all, careless restyling, especially when it comes to such fashion models as the Cayenne, can dissolve the elusive patina of attractiveness and continuity of generations, depriving the car of the halo for which it is often bought.
It is not surprising that serious manufacturers, where the entire production process has been worked out to the smallest detail, are well aware of this. Therefore, nothing that at first glance, especially from the front or side, you will not immediately find differences from the representative of the second generation - in the end, for this it was changed in order to try to put a completely new stuffing into the familiar and already proven form.
After the first visual encounter in August at Porsche headquarters, everyone was looking forward to not only admiring the Cayenne, but also trying it out.
The place of the test drive turned out to be unexpected - the eastern part of the island of Crete: semi-desert landscapes, serpentines, tiny postcard-like villages, the almost complete absence of tourists and, as a result, traffic, and the total slowness of the locals in every movement.
At first glance, it’s not the best place, because every now and then I had to drive into zones with a maximum speed of 40-50 km / h, which is real torture for the Cayenne driver, but on the other hand, driving on picturesque paths drenched in the sun is much more pleasant than kneading slush continental Europe.
So, keeping the familiar image, the crossover has actually changed significantly. Visually - less than in the rest, but even here there is a more athletic form. Due to both overhangs, the length increased to 4918 mm (+63), the car also became wider - 1983 mm (+44), while the height decreased by almost a centimeter.
The main idea of the designers is to associate the Cayenne with the 911, blurring the line between a sports car and a full-size crossover. A more sporty shape helped the car to become more practical - the trunk volume immediately added 100 liters and now amounts to an impressive 770 liters.
Looking ahead, I note that the prices for the third generation in Russia will be announced very soon, on January 15th. Tomorrow will begin accepting orders, but the first cars will "reach" the buyers only in May.
Let's make a reservation right away that the third generation of the crossover does not yet have hybrid and diesel versions against the background of "dieselgate", but they should appear later. In Russia, at first, two of three trim levels will be available: Cayenne and Cayenne S. In the first version, under the hood, the crossover has a new 340-horsepower turbocharged “six”, which is 40 “horses” more than the second-generation unit with a volume of 3.6 liters. The maximum speed here is 245 km / h, and the car accelerates to “hundreds” one and a half seconds faster - in just 6.2 seconds without an additional sports package that will allow you to drop a few more tenths.
In the Cayenne S, a 2.9-liter bi-turbo engine already produces 440 hp, which is 20 hp. more powerful than the current version of S with a 3.6-liter engine. Here, the “maximum speed” is already 259 km / h, and with an additional sports package, the crossover is able to reach 100 km / h in less than 5 seconds. Both motors are paired with an 8-speed Tiptronic S automatic.
The third and most powerful version - Cayenne Turbo - will not reach Russia yet, but it was with it that we began our acquaintance with the model in Crete. The unimaginable power of a 550-horsepower four-liter "eight".
From the very first meters behind the wheel you feel like the king of the local road kingdom, in which old and slow pickups play a dominant role. In terms of their ratio to the rest of transport, Crete may well compete with Thailand, the undisputed world leader in the number of such cars.
The main problem was identified immediately - how to contain this rabid herd under the hood, which you feel very keenly? The explosive character, lightning-fast acceleration of a real sports car (3.9 s to “hundreds”!) Is a real beast, but not wild, but quite tamed - thanks to numerous electronic assistants, the Cayenne is controlled recklessly, but very easily.
Immediately there is confidence that even if you make a little mistake on the turn, the car will definitely correct the mistake. The feeling of complete control over the car does not leave even on the ground - it seems that it is simply impossible to put smart electronics to a standstill. But the main thing with Turbo is never to relax and constantly “hold the leash”. However, due to the above-described features of the location, only a small fraction of its ability was checked - I didn’t want to run into a sudden and impressive fine, and there were simply no places to legally accelerate to at least 130-150 km / h on the route.
The Cayenne S has a much calmer and smoother character. Here it was no longer necessary to constantly keep your foot on the brake and you could move in a more familiar driving style.
At the same time, the feeling that you are driving a five-meter SUV is not even in sight - with all the advantages of the body and all-wheel drive, the Cayenne has absolutely “passenger” habits. The new air suspension perfectly fulfills any bumps in the road - it is simply impossible physically to beat something off here.
If we discard the status for which this model is often bought, then for life on the same Crete, the option with S is definitely preferable to Turbo. The latter, like air, needs either German autobahns or young Russian majors who do not care about restrictions and thousands of fines, but the “eska” looks much more balanced.
Both modifications turned out to be excellent soundproofing, but everything was done so that you could enjoy the thoroughbred roar of the motor.
As for the interior, it turned out to be like two drops of water similar to the interior of the new Panamera.
Central to the front console is a gorgeous 12.3-inch touch screen that lets you control a huge arsenal of different settings, including driving settings - change the position of the rear spoiler, adjust the gearbox, engine or shock absorbers to your liking. But you need to get used to all this wealth - it is quite difficult to immediately understand the abundance of adjustments.
As a multimedia system, Porsche Communication Management is used with a BOSE Surround Sound audio system and improved voice command functionality - it was not a problem to communicate in Russian. Moreover, the communication itself takes place in a very specific way. It is enough for the driver or passenger to simply say “I’m cold” and the car itself will add two degrees to the stove. A similar principle also applies when the temperature in the cabin is too high.
In the central tunnel, all buttons are touch-sensitive. It is difficult to get used to this feature of modern automotive fashion - they frankly lose to the usual keys, since in order to find the right one, you will have to be distracted from the road.
As for the instrument panel, the main analog tachometer is here, but all other data is already displayed on the side 7-inch displays.
In addition to the standard adjustments, the Sport Response button is conveniently located, which includes Sport and Sport Plus modes and which briefly increases the engine power for a jerk.
We did not manage to test the Cayenne off-road. However, there is no reason to doubt the rich off-road arsenal of the model. The Cayenne is capable of towing a trailer weighing up to 3.5 tons, conquering deep fords and easily conquering 45-degree slopes.
But we all understand that in practice, respectable Porsche owners will not bother the car with anything like that - this is too expensive a toy for off-road fun.
Last year, sales of Porsche in the world increased markedly. By tradition, in spite of all crises, the brand's cars are in consistently high demand in Russia. I have no doubt that with the new Cayenne, the Germans can reach new heights. A careful renovation of the exterior, combined with a deep technical modernization, dooms the crossover to a new wave of success.
And the fact that the most powerful version of the Turbo has not yet reached Russia is also generally understandable: it would have a priori fewer buyers than the two starting configurations.
