We literally took it apart piece by piece. Then we talked about what new technologies and equipment he received. Why did it become more like a Porsche 911 and than.
Now it's time to find out how the third generation Porsche Cayenne drives with a new engine, suspension and wheels. How emotional and economical, obedient and dynamic he is.
The cacophony of sounds that bubbling in the exhaust system speaks of a serious motor. But in fact, the modification of the Porsche Cayenne S is equipped with an engine of the most modest volume of those proposed for the model: 2.9 liters.
Despite this, such a V6 Bi-Turbo develops an impressive 440 hp. and 550 Nm, which is 100 hp. and 100 Nm more than the conventional Cayenne's 3-litre turbo engine. So bright emotions from the drive are provided to us.
Matrix LED headlights automatically switch between low / high beam, intelligently hide other vehicles in the shade, and paired with a night vision system, they illuminate people in the dark with short beams of light.
How softly or aggressively the new Porsche Cayenne demonstrates its strength and power over the road depends on the driving mode. It can be selected using the central monitor, and also (as in) - using a separate switch on the steering wheel.
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Against the background of competitors, this model has always been distinguished by a huge number of switches - especially in the second generation. Now the lion's share of the “physical” buttons has been replaced by touch ones, the full control is entrusted to the central 12.3-inch screen, which …
… also allows you to change the driving mode. Although …
... this can be done using the original switch on the steering wheel.
They are easier to use on the move. Since you do not need to be distracted from the road in order to change the settings with a simple turn of the knob: Normal, Sport, Sport Plus or Individual. And by pressing the button in the center, we turn on the most “evil” Sport Response mode available in the Sport Chrono package.
Shades of behavior of the new Porsche Cayenne
The power unit immediately and quite noticeably responds to changes in settings. He demonstrates a complacent mood and responds to the addition of gas in the normal mode of the engine with a calm response.
The touch screen has also replaced the four-wheel drive control unit. It is enough just to choose the type of coverage, and the Porsche Cayenne will decide for itself what height to adjust the ground clearance, which clutch and how much to block.
The engine is sharper in Sport mode and particularly sharp in Sport Plus. In it, the crossover without hesitation and very accurately follows the gas pedal and the slightest turn of the steering wheel. And the handling of the new Cayenne is on top.
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You practically don’t feel rolls even with sharp steering, but you can see if you display the corresponding indicator on the instrument panel. After all, the instruments to the left and right of the tachometer are actually 7-inch screens.
The right screen can be loaded with a map. Therefore, in the third generation Porsche Cayenne, it is much larger and more informative than before.
Even the fact that, in comparison with the car of the previous generation, the engine is installed lower and slightly shifted forward, did not particularly affect the weight distribution and is unlikely to be noticeable to the driver.
The largest crossover of the brand so willingly and accurately draws a trajectory in corners and around pits that at first it is pleasantly surprising. Then you get used to it and take such correct reactions of the car for granted.
Do you also see nothing on the screen? And this is a nozzle that washes the peephole of the rear view camera.
This behavior of the Porsche Cayenne was made possible thanks to the new front multi-link suspension, active all-wheel drive and wider rear wheels (this is the new standard for all Cayenne) with steering function.
The desktop on the huge central monitor can be customized to your taste.
At the minimum parking speed, they turn in different directions. This reduces the turning radius and makes it easy to maneuver.
Whereas at high speed the rear wheels turn up to 2.7 ° in the same direction as the front ones. And a little sideways (but much faster) passes high-speed turns.
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A lot of indicators can be called up on the instrument panel, from the distribution of torque along the axes and the level of rolls, to the lap time and overloads.
New Porsche Cayenne suspension
Thanks to the reliable behavior of the car on the road and the improved stabilization system, it turns out not to be the lot. The electromechanical roll damping system is also very effective. They are almost imperceptible.
The front seats are comfortable and grippy. Adjustable lateral support “dissolves” after turning off the motor and “clamps” when it starts up to the state stored in the memory.
At the same time, the high seating position and high ground clearance remind me that I am not going in a low coupe. Driving Cayenne has a much better forward view, you don’t shy away from every snow block on the road, but let it pass under the bottom.
Sitting in the second row is comfortable due to the adjustable inclination of the backs. And by placing them vertically and sliding the sofa forward, we add space in the luggage compartment.
On broken sections, in pits and snow, you feel quite confident. Thus, in our realities, driving such a car is much easier. Moreover, a large company can easily fit in the cabin, and all luggage is placed in the trunk.
Trunk volume increased by 100 liters. For ease of loading, the rear of the machine can be lowered slightly using the button in the compartment.
The electronically controlled Porsche Active Suspension Management (PASM) now works with 3-chamber air struts and is therefore more efficient.
Even at the hardest setting on wheels with standard 19-inch rims and winter tires 255/55 ZR 19 at the front and 275/50 ZR 19 at the rear, the Porsche Cayenne doesn't shake its soul out on rough roads. It even seems to “smooth out” the paving stones and reduce vertical vibrations.
You can, without changing the settings of the car, only transfer the suspension from normal settings to Sport or Sport Plus mode. The button looks like a touch button, but in fact you need to physically press this sector.
“Regardless of modification, all Porsche Cayennes are equipped with front and rear wheels of different widths.”
Fuel consumption of the new Porsche Cayenne
Economy during a test drive
Fuel consumption and emotions in Cayenne directly depend on the driving mode. Acceleration to 100 and 200 km / h in Sport Plus mode takes the Porsche Cayenne S 4.9 and 18.6 s, respectively. Only at the same time, you should not complain about fuel consumption of about 23 liters per hundred.
The fuel consumption of the new Porsche Cayenne is directly related to how you handle the gas pedal. The figures can be frightening, or they can look quite optimistic. But I didn’t even try to get into the promised 8-8.4 liters per 100 km. Boring.
Indeed, during normal driving in the city, I manage to fit in less than 16 liters, and on a day off - 13.5 liters per hundred. Not a very long trip on country roads - and this figure on the trip computer screen dropped to 11.1 liters per hundred.
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) |
The hard work of the Porsche designers is to follow the once and, apparently, forever adopted corporate identity in everything. With such a dogmatic approach, failures are inevitable. For example, the Porsche 959, for all its coolness, can hardly be called a beautiful car. And, of course, a textbook example is the Porsche Cayenne. If the purists of the brand were disgusted by the very fact of its appearance in 2002, which “eroded” the sports reputation of the brand, then the rest simply did not like how the designers “stretched” the image of the Porsche 911 onto the body of a large and tall SUV. But the Cayenne was the first to quickly shut up its mouths - when it turned out that on the highway it is faster and more obedient than other sports station wagons and still copes well with any off-road. But for the second, the reason to grumble has disappeared, it seems, only now. The awkward face “a la Porsche 996” was quickly corrected for the car, but only in the third generation did the designers finally manage to feed. And in general, with each generation, the Cayenne visually becomes lighter, although the dimensions change slightly. This time the car has grown only 6 cm in length, 2 cm in width and has become a centimeter lower. And the wheelbase has not changed at all.
But in fact, the “third” Cayenne is a completely different car. More precisely, two at once: Audi Q7 and Bentley Bentayga. All three are built on the same MLB platform. And this is an almost aluminum body (steel is only in the most stressed places, such as roof racks, a central tunnel and a motor shield), new suspensions with three-chamber air springs, a rear axle thruster and electromechanical active stabilizers. In general, there is enough iron, common for all machines.
However, there will be no torment of choice among this trinity. This is clear from the first kilometer of the Portuguese serpentine. If the Q7 is comfort first and the Bentayga is top comfort, then the Cayenne is top sport! Sharp steering, instant car reactions, almost no roll, neutral steering and crazy grip in corners - this is the Cayenne S, the middle one in today's line of large Porsche crossovers. It seems that you are no longer even driving a sports wagon, but a real coupe - your hands, vestibular apparatus, brain refuse to believe that this is a two-ton and almost five-meter car. Only the eyes say: “Look how far the asphalt is below!”
The chassis is even more impressive than the capabilities of the 440-horsepower turbo “six”, which accelerates the Cayenne S to hundreds in 4.9 seconds. Also because there is a Cayenne Turbo. And this is already 3.9 seconds! This is where the launch control can make your eyes dim. But most importantly, its chassis is tuned even better. Turbo, even though with a big V8 hanging in front of the front axle, turns even faster, steers even more accurately. The 550 horses steer more noticeably and more recklessly with traction, despite the wider tires. And those optional ceramic brakes… The standard cast-iron discs also work well, but after the “ceramics” it seems that they have long and hopelessly overheated - the brake pedal is so much heavier and rougher with them.
On the other side of the scale is comfort - Porsche doesn't even try to look like a Bentley, no matter what chassis mode you turn on (by the way, there is no Comfort position here, Normal instead). Passengers feel every bump, hole, crack in the pavement. When the coating deteriorates, there is a problem with getting into the touch buttons on the display and the central tunnel. Even when cruising, tires and wind are audible, and three-layer windows do not save either. And the steering wheel is really heavy, not only in the parking lot, but everywhere and always. Especially on the "esque". If it is not difficult to meet a used Cayenne with a lady behind the wheel in Moscow, then there will probably be fewer of them in the new one. Also because now there is a Macan.
But male buyers will certainly be in abundance. Diesel Cayenne (the most popular in Russia) will be only at the end of the year, “just” Cayenne is not particularly favored by us (and okay), but they say that the first quotas for Cayenne S (from 6,521,000) and Cayenne Turbo (from 9 800,000) have already been selected. Although “live” cars will appear only in May.
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Porsche Cayenne 2018-2019 video tests
Video test of the new Porsche Cayenne 2018 model on the Autoreview channel
Video test drive of the new Porsche Cayenne 2019 on the Drive.ru channel
Video review of Porsche Cayenne in a new body from Alan Enileev and Pavel Bludenov
3rd generation Porsche Cayenne video on the Big Test Drive channel
Porsche Cayenne › Logbook › The first 300 km.
Do you want a joke about three hundred?)))
It turns out that this is my fourth SUV ... so there is something to compare. Honor Porsche will have to defend in the fight against the Range Rover Sport 5.0SC, Mercedes G63 AMG, Mercedes GLS 63 AMG.
In terms of smoothness, the Cayenne outperforms all of this quarter. He is the softest. However, I think that this is the prerogative of only the younger version, the pipe will be tougher. Although, I could be wrong.
In general, what if we just rate it on the Doug scale of my signature scale in each category ... It will be easier, since my vocabulary is very limited and it’s not my thing to write beautiful long texts.
Dynamics
1. Mercedes GLS 63 AMG 7/10
2. Range Rover Sport SC 7/10
3. Mercedes G63 AMG 5/10
4. Porsche Cayenne 3.0 4/10
Everything is logical here. Cayenne was not required to bring down, but for his strength he rides norms. I am sure that the turbo can not even be installed with these slowpacks. Although, surprisingly, GLS and RRS did not drive badly from a place and, perhaps, would argue with each other.
Multimedia and electronics
1 Porsche Cayenne
2 Porsche Cayenne
3 Porsche Cayenne
4. Mercedes GLS, Mercedes G
…
998. Lada Vesta
999 Range Rover
Yes, multimedia in Porsche is not an icon of automotive electronics, but it is much better than the Mercedes and even more so the Indian OS from Land Rover (at least in the pre-styling version). To be honest, I went to Pts multimedia Cayenne. Customizable home screen… it's so elementary! All widgets are at your fingertips. I don't use buttons at all.
Cool factor.
Gs dominate here. It doesn't even make sense to continue. You are a kid and All Rus', period. Although, stop. Camry 3.5 is able to shake this pillar of inviolability.
Well, what a very strange post I got about first impressions. Rather, my some kind of super objective rating. You can, of course, add a few more points, but then you get too long stand-up. It's better to have a second part.
Test drive Porsche Cayenne (Porsche Cayenne) 2018-2019
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?
New Porsche Cayenne video test drive:
The article was written based on the materials of the sites: roadres.com, www.drive2.ru, rusavtoplus.ru.
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 exemplary. 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 efficient. 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.
