2019 Porsche Cayenne First Drive Review

Back to the engines: The base Cayenne is powered by Porsche's 3.0-liter single-turbo V-6 that develops 340 hp and 332 lb-ft of torque, up 40 hp and 37 lb-ft on its predecessor's 3.6-liter naturally aspirated V-6. The Cayenne S gets the 440-hp, 405-lb-ft 2.9-liter twin-turbo V-6 originally developed by Audi. Power is up by 20 horses compared with the 3.6-liter twin-turbo V-6 of the outgoing Cayenne S, and peak torque is about the same. The Cayenne Turbo boasts Porsche's potent 4.0-liter twin-turbo V-8鈥攖he all-new engine that made its debut last year in the Panamera鈥攗nder its hood. All engines drive all four wheels through a revised eight-speed automatic transmission rather than the Panamera's slick and quick new eight-speed PDK dual-clutch. Driver-selectable modes change the transmission's shift protocols to suit mud, gravel, sand, or rocks and also adjust settings for the suspension and differential locks to suit. Standard wheels on the Cayenne and Cayenne S are 19 inches; the Turbo gets 21s. And all get wider rims and wider tires at the rear to improve on-road handling.

Porsche claims the new MLB architecture has led to weight savings of up to 143 pounds, depending on model, despite the addition of more standard equipment across the range. The unibody is a combination of aluminum and steel, with the aluminum used for the body panels, floorpan assembly, and front structure. Adopting a lithium-ion polymer starter battery saved 22 pounds alone. The new Cayenne's exterior design is evolutionary rather than revolutionary, combining forms derived from the previous model with sporty themes from the Macan and luxury flourishes from the Panamera. The Turbo has been given a distinct identity to clearly separate it from its six-cylinder siblings, with a more aggressive front-end graphic, wider wheel arches, and unique quad tailpipes. The Turbo also gets active aerodynamics, courtesy of a movable rear wing integrated into the roof spoiler. The trailing edge of the wing automatically lifts 0.8 inch at speeds above 100 mph (or 1.6 inches if you select Sport Plus mode) to increase downforce on the rear axle. It lifts 2.4 inches if you have the panorama roof open to compensate for a less effective airflow over the roof and snaps up 3.2 inches under heavy braking.

Porsche claims the wing's airbrake effect helps cut up to 79 inches from the Cayenne Turbo's braking distance during a full commando stop from 155 mph. Inside, there's 15 percent more cargo room with the rear seats up and more technology and functionality at your fingertips, but in general terms the new Cayenne's interior execution is, like the exterior, also evolutionary. Signature Cayenne design elements such as the center-mounted grab handles sit adjacent to the stuff repurposed from the Panamera. It's all familiar but sharper, more focused. And that's exactly how the new Cayenne drives. We sampled all three variants on tight and twisting rough-and-tumble roads鈥攕ome of them gravel鈥攖hrough the rock-strewn mountains of Crete, the biggest of the Greek islands. Boasting the biggest increases in power and torque over its predecessor, the new base Cayenne is noticeably quicker on the road than the previous model, though throttle response of the 340-hp single-turbo V-6 is slightly doughy below 2,000 rpm.

More impressive, the new Cayenne is also quieter and more refined, with less tire noise and impact harshness even on the optional 21-inch wheels and tires fitted to our tester. That's the air suspension proving its worth. The 440-hp twin-turbo V-6 in the Cayenne S is crisper at low revs and zings happily to 6,600 rpm. It's a more vocal engine than the other V-6, growling purposefully when you bury your right foot, with a muted crackle from the exhaust on the overrun when Sport Plus mode is selected. Porsche claims the Cayenne S is a second quicker to 60 mph than the Cayenne (4.9 seconds versus 5.9 seconds), and that's easy to believe. Although we'd happily live with a Panamera 4S, any Cayenne but the Turbo is a compromise. Porsche's twin-turbo V-8 is a stormer of an engine, even in this鈥攊ts earliest and, most likely, least powerful iteration. It makes the Cayenne Turbo feel more effortlessly fast, more special than either of its six-cylinder siblings.

But the Turbo felt the more alert of the two on corner entry and punched harder away from the apex. Like the base Cayenne and the Cayenne S, the new Turbo is also quieter and more refined on the road than its predecessor. The new Cayenne drives like a Porsche SUV should drive yet more comfortable than you'd expect. But even with the optional active stabilizer bars, whose 48-volt motors are capable of producing up to 885 lb-ft of twisting force to counter roll through corners, there's simply no disguising the fact it is relatively tall and relatively heavy. Although the lower, lighter Panamera feels comfy and composed when hustled along a twisty two-lane with its air suspension in the standard setting, you'll want to select Sport mode in the Cayenne just to calm the body motions a fraction. So said Ferry Porsche in 1989, when the idea of a Porsche SUV seemed impossibly sacrilegious to the 911 purists. But more than three-quarters of a million Cayenne customers have since proven him right.

2019 Porsche 911 Carrera T First Drive Review

Congratulations on the promotion! It鈥檚 time to order that Porsche you鈥檝e talked about for years. Your heart is set on a 911, but this is a tricky crossroads. 120,000 sticker is a bit dear. Now you鈥檙e torn between the excellent base Carrera and the even more excellent Carrera S, weighing which model offers the best package of available performance goodies. Neither, actually. Your money belongs to the Carrera T, the newest non-GT offering in the ever-expanding 911 family. Don鈥檛 think too hard about the name-the T is for 鈥淭ouring,鈥?just like the ubiquitous 鈥淕rand Touring鈥?nomenclature in GT3 and GTS. Here, the T stands alone, but it鈥檚 hardly less Grand or Sport than its big brothers. 50 years ago, the 911T served as the (relatively) cheap-and-cheerful entry point into the 911 line. It鈥檚 the same with the 2019 Carrera T, offering less tinsel and trim for fewer bucks. For that extra eleven grand, Porsche plucks some of its go-fast hardware from higher-up in the price range, creating one of the purest driving experiences available with a warranty. It鈥檚 noticeably lighter as well, using thinner glass in the rear windshield and side windows-kit pulled from the GT2 RS.

There鈥檚 also less sound insulation and GT-inspired nylon pull straps in place of the regular door handles. 5,200), Porsche yanks the rear seats out, dropping the overall weight down to an impressive 3,142 pounds. External changes are more subtle. Aside from matte badging on the rear decklid and a stripe down the lower portion of the doors, spotters should look for a Sport Design front and rear fascia, along with Agate Grey mirror caps. It cuts a sleeker profile as well, sitting 0.8-inches lower on 20-inch Carrera S wheels. It鈥檚 buckets of fun, even if it isn鈥檛 much faster than the regular Carrera. Around back, the T utilizes the same 3.0-liter twin-turbocharged flat-six as the rest of the Carrera lineup, from base to GTS. Here, the sixer uses the same tune as the vanilla Carrera-370 hp and 332 lb-ft of torque. Power is shipped to the rear wheels through your choice of seven-speed manual transmission or seven-speed dual-clutch PDK.

The asceticism, along with a modified final drive, drops the 0-60 mph sprint of the manual transmission car by 0.1 second to 4.3 seconds, and down to 4.0 seconds for the PDK. Flat out in either Germany or Montana, and you鈥檒l hit a top speed of 182 mph for the PDK or 180 mph for the manual. Power, shmower. If you鈥檙e worried about beating meaty 鈥榁ettes light-to-light, you鈥檙e missing the point entirely. That鈥檚 not to say the T isn鈥檛 quick, however. There鈥檚 a thick, syrupy torque curve that stretches from 1,100 rpm up to 5,000 rpm, thanks to the twin snails bolted out back. Don鈥檛 for a second listen to the moans from the combative Porsche purists. From the bottom to the top, the Carrera lineup is better with forced induction. Compared to the old free-breathing 3.6-liter and 3.8-liter sixers from a few years ago, there鈥檚 fewer dead zones and power drop-offs.

Finally, the 911 has satisfying speed at every level, and not just for those with the deepest pockets. It also sounds properly Porsche with the standard active sport exhaust, now just two chutes mounted in the center of the rear bumper, a-la-GTS. From the outside, onlookers get a healthy dose of flat-six howl with a delicious dollop of turbo spool. From the inside, that thin rear glass gives way to a symphony of mechanical gnash and intake snort that reverberates through the hollow cockpit. You could take it to the track just like any other flavor of 911, but the Carrera T feels most at home out on surface streets. More specifically, it鈥檚 magic out on the snaking routes that weave through northern California鈥檚 green hills and massive redwood forests. It鈥檚 a deeply satisfying car to drive, especially with the rear-wheel steering and PTV. Turn-in and mid-corner speed is ferocious, belying the T鈥檚 bargain-basement status. Every input is tuned for tactility, from the light steering to the stellar brakes. That 3.0-liter is far from the million-volt shock of the GT3鈥檚 4.0-liter screamer, but the cabin echoes with sound, vibrating the seatbacks and steering wheel. As one of the recent 鈥減assion鈥?Porsches like the 911 R and GT3 Touring, the T signals a bright future for fans. As a purist鈥檚 car, it鈥檚 peerless-just make sure you get those perfect sport seats and rear-wheel steering.

2019 Porsche Macan: First Drive Review

If you were to look at all of our Porsche coverage over, let's say, the last year, you'd find a lot on the 911, a little less on the Boxster/Cayman and a fair bit to the upcoming all-electric Taycan. You wouldn't find much on the Macan. In just this past year, we've only written one article dedicated to Porsche's smallest SUV鈥攁 review of the GTS variant. Well, it's an SUV. We cover performance cars, and while that does include performance SUVs, they're not our focus. But maybe we should pay more attention to the Macan. At the Mallorca launch of this facelifted model, a Porsche spokesperson reminded me that this relatively small SUV is the company's best-seller by some margin. In 2017, the Macan outsold the 911, Boxster, Cayman and Panamera combined. Just this year the US鈥擯orsche's second largest market鈥攖he Macan has accounted for 42 percent of the brand's sales.

So, the Macan's pretty important to Porsche. On the surface, there's not much new on the 2019 Macan. The most obvious change is a new full-length rear light bar that brings the Macan design closer to the rest of the current Porsche lineup, while a slightly restyled front fascia, plus new colors and wheel designs round things out. Bearing its popularity in mind, it's understandable why Porsche didn't change styling much. Inside the big change is front and center鈥攁 10.9-inch infotainment screen shared with the new 911 running Porsche's new infotainment system. It works quite well. Beyond an optional smaller-diameter steering wheel taken from the 911 and, uh, new air vents, that's about it. Finding more significant changes requires a look beneath the skin. Sebastian Staiger, lead chassis engineer for the Macan, told me the dynamic goal for the 2019 was to make it feel sharper, with a more neutral handling balance.

To that end, the steel forks that connect the spring and damper to the front-axle carrier were replaced with stiffer aluminum units that reduce unsprung weight slightly. The widths for 19- and 21-inch wheels increase a half-inch at the front for better turn-in, and it has newly developed tires. The Macan S gets slightly larger front rotors than before, while the actual brake pedal hardware has been redesigned for better feel. As before, the base Macan uses the same Audi A4-sourced 2.0-liter four-cylinder, which makes 252 horsepower and 273 lb-ft of torque. Previously, the Macan S used a Porsche-developed 3.0-liter twin-turbo V6, but now, it's been replaced with an Audi-sourced single-turbo 3.0-liter V6 making 348 hp and 354 lb-ft of torque. It's the same basic engine found in the base Cayenne and Panamera, as well as the Audi S4, S5, and SQ5, though it gets some software changes. Both engines are paired with Porsche's seven-speed PDK dual-clutch, which has been retuned to offer quicker shifts, and a fully variable all-wheel drive system.

As a driver's car, an SUV is inherently compromised by its high-riding heavy nature, no matter the badge on the hood. Yet, the way the Macan drives actually hints at great Porsches of the past. The steering is crisp鈥攖hough not darty like an Alfa Stelvio's鈥攁nd it actually provides some real feel, which is increasingly rare in SUVs. All the cars I tested sported 21-inch wheels with Pirelli P-Zero summer tires measuring 265/40 up front and 295/35 out back. Turn-in is sharp, and unsurprisingly, I never found the grip limits of the tires. Air-springs are optional on the Macan, though luck of the draw meant that I only drove models with traditional coil springs and adaptive dampers. The anti-roll bars and engine mounts were retuned for the 2019 Macan, and body control is generally very good, though there's pronounced pitch under acceleration. Staiger told me that if it's ride-quality you're after, get the air springs; the traditional coils are better for more direct handling.

Mazda's Worst Selling Car The First Quarter Of 2019 Was..

The sports car market isn't dead but the market for poorly packaged sports cars appears to be dead and gone. What is "poorly packaged"? Then, oh surprise, some NA old-timers reach a little deeper in their pockets and buy the Porsche. Mazda is no longer the company that gave us the NA and the RX7 and the RX8. It is a new kind of company that makes the ND and the CX-5 Diesel and hypes them to no end in hopes that the Mazda faithful will buy the hype. I guess the fault lies with us, we've spoiled them with our unbridled 30 year long lasting enthusiasm and now they feel they can scam us. The porsche is the poorly packaged car in that scenario. You want a metallic color? Buttons on your steering wheel? Auto dimming mirror and rain sensor? The base model Cayman/Boxster do not have a lot included. 1250 destination charge ). The beauty of the Porsche model is that you can get everything you want, and don't have to get anything you don't want. Sure it will cost you, but that is the price for full customization. But to say that a NO options Boxster/Cayman is better "packaged" than a fully loaded RF is ridiculous. 20k, I sure hope my money would be getting my something other than a badge.

That petrol engine is a de-tuned version of the unit found in the X5 xDrive 40i. Power stands at 282bhp, which combined with the motor produces 389bhp and 600Nm of torque: increases of 67bhp and 100Nm respectively. The 745Le will do almost 90mph in EV mode, with an electric range of up to 36 miles - 15 miles more than before. BMW鈥檚 engineers claim customer requests for a six-cylinder plug-in hybrid were simply too pressured to ignore. Owners thought the old set-up wasn鈥檛 befitting of a luxury limousine; on longer journeys the 2.0-litre petrol engine simply couldn鈥檛 match the power and poise of its six, eight or 12-cylinder siblings. It certainly feels like a more polished product. On electric there鈥檚 little difference between old and new - it still accelerates with purpose, while remaining all but completely silent around town. The harmony is only spoiled by the new external sound generator, which warns pedestrians of your presence. Of course, being a 7 Series, that sense of calm extends to motorway cruising, too.

The redesigned digital dials feature a clever blue bar, showing you how far you can extend the throttle pedal before the engine kicks in. Providing the batteries are sufficiently charged, a gentle driving style can result in an impressive emission-free range. There are three drive modes, plus a 鈥楤attery Control鈥?button, which allows you to charge the batteries while you鈥檙e moving. Sport and Electric both do what they say on the tin, and Hybrid mixes the two for the most efficient compromise. What鈥檚 more, if you input a destination into the sat-nav, the car will work out when best to hold charge and when to run in EV - the idea being to reduce emissions in built-up areas. It works wonderfully in practice; we travelled through countless German villages with the engine seamlessly cutting out as soon as we hit the urban limits. That transition between petrol and electric is smooth and unpronounced, too.

It鈥檇 be inaccurate to call it imperceptible, but it鈥檚 unobtrusive 颅颅- and after 20 minutes in the car was no longer noticeable. In Hybrid and Sport the car feels genuinely quick, with impressive response from the electric motor. The meaty roar from the six-cylinder engine is far preferable to the wheezy four-pot from before, too. Being a BMW, the people behind the new 7鈥檚 development have been careful to ensure it remains almost as sharp to drive as the smaller 3 and 5 Series saloons. Our four-wheel drive test car offered limpet-like grip even on winter tyres, while body control was good despite the compliant damping. It鈥檚 still firmer than a Mercedes S-Class, but you鈥檙e not likely to complain when it comes to comfort. However, despite the fact it鈥檚 a bigger, more powerful powertrain, the firm has somehow managed to dip under the 50g/km threshold for CO2. In fact, BMW claims the unit is actually more economical than the old unit at motorway speeds, due to the lower stresses on the engine. Inside, it鈥檚 business as usual, with a suitably hi-tech cabin filled with cutting-edge kit. Despite being a pre-production vehicle, there was little to moan about with regards quality, fit and finish. There鈥檚 metal, leather and gloss plastic as far as the eye can see, and the widescreen infotainment display - featuring the latest iDrive 7.0 operating system - is full of useful features. Both the standard car and the long-wheelbase version we tried have grown by 22mm, meaning space in the back is cavernous. BMW hasn鈥檛 revealed bootspace figures, but as before, the hybrid is likely to sacrifice a few litres of storage due to its repositioned fuel tank.

Porsche introduced its all-new, third-generation Cayenne crossover late last year as a 2019 model. Its new chiseled appearance complemented a more luxurious and technically innovative 5-passenger crossover, which told shoppers that it had moved upscale. Yet, until now, Porsche had only announced a pair of turbocharged engines for the mid-size vehicle -- a choice between traditional V6 and V8 power. Last week, however, the German automaker added a new model that promises to alter the way people look at fuel-efficient crossovers: the all-new 2019 Porsche Cayenne E-Hybrid is a gasoline-electric variant tuned for performance. The Cayenne E-Hybrid boasts a very unique hybrid "sandwich" powerplant under its hood. At the top is a traditional combustion engine (a turbocharged 3.0-liter V6 rated at 455 horsepower and 516 lb-ft of torque). At the bottom is Porsche's "Tiptronic S" torque converter 8-speed gearbox. The filling in the middle -- literally sandwiched between the engine and the gearbox -- is an electric motor (rated at 134 horsepower and 295 lb-ft of torque). Included in the hybrid package is an electromechanically-actuated separating clutch, which allows the transmission to uncouple from the driven wheels at will. This arrangement maximizes efficiency as it virtually eliminates the considerable drag of a powertrain during coasting. Reducing unnecessary componentry, there is no traditional starter or alternator -- the electric motor accomplishes both tasks naturally.

Stand And Deliver: Elon Musk Hands Off First Tesla Model 3 Production Cars

Eleven years ago, Tesla CEO Elon Musk revealed the Secret Tesla Motors Master Plan. The company has taken more than 500,000 deposits for the Model 3, Musk said at a press conference early Friday, although he pleaded with reporters not to read too much into that number. 鈥淲e did everything we could to unsell the car,鈥?he said. Musk describes the Model 3 production ramp as an S curve: slow growth in the beginning, followed by a rapid rise and a plateau. As he has done in the past, Musk noted that vehicle production can move only as quickly as its slowest supplier can deliver parts. About 60 percent of the car comes from the U.S., with 30 percent coming from outside North America and 10 percent from Canada and Mexico. 鈥淚 know I鈥檓 sandbagging a lot,鈥?Musk said. 鈥淏ut we inherit force majeure risk from everywhere else in the world: floods, fires, tornadoes, sinking ships鈥攜ou name it. Still, Tesla鈥檚 engineers and designers worked together to strip out unnecessary parts and to simplify production. Musk said a yearly production rate of 250,000 Model 3s can be built in the same factory square footage as can turn out 50,000 Model S sedans, and he promised further improvements over time.

The main benefit of i-Cockpit is that all models get a 9.7-inch touchscreen display right in the middle of the dashboard, because it鈥檚 the only way to control things such as the air-conditioning and radio. It comes with Apple CarPlay and Android Auto, and you even get satellite navigation included. The Peugeot鈥檚 engine provides punchy performance, and thanks to its three-cylinder layout, it has an entertaining exhaust note as well. At the track the motor helped it to sprint from 0-60mph in 9.8 seconds, which was 1.6 seconds faster than the Corolla and one second behind the Volkswagen. Our in-gear tests showed that it performs well in the higher gears, thanks to its extra ratio. The 308 took 7.4 seconds to go from 50-70mph in fifth, 0.3 seconds faster than the Golf. While the Corolla can鈥檛 be compared directly due to its CVT box, at full throttle it covered 50-70mph in 7.2 seconds. A kerbweight of 1,204kg makes the 308 the lightest model here, which partly explains its strong performance, but this lightness has benefits to ride and handling as well. The Peugeot rides smoothly for the most part, but its chassis is more shaken by harsh bumps, especially mid-corner.

The Corolla and Golf both have more composure here. But the French hatchback鈥檚 quick steering and small steering wheel mean it turns in sharply, and there鈥檚 enough grip to support that. The steering has a more satisfying weight than the Golf and Corolla鈥檚 set-ups, but it鈥檚 similarly devoid of feedback, while the other models鈥?composure over rough roads means they ultimately inspire more confidence on a country route than the Peugeot. It鈥檚 close, though; all three cars score highly for ride and handling. Fold the rear seats down and the 308 has more space than both rivals, with 1,309 litres available. But the difference in reality isn鈥檛 vast, and all three models will have enough room for a typical trip to Ikea, for example. There鈥檚 not much trade-off in the back seats, either, because you get a good amount of head and legroom in the rear. Still, the Golf has a bit more space and has more accommodating seats as well. The Corolla鈥檚 rear-seat space is about on par with the 308鈥檚, but the French model is a little easier to get in and out of because the doors open wide.

In our Driver Power 2018 satisfaction survey Peugeot finished 17th in both the manufacturer and dealer categories, which is toward the bottom of the table and a disappointing result for the brand. Toyota ranked 12th and third respectively in our annual poll, while Volkswagen came in fifth overall out of 26 in the makers鈥?chart, but its garages trailed in 18th place out of 28 marques. The 308 also drops behind its rivals for safety kit, because autonomous emergency braking is 拢400 as part of the Drive Assist pack, which also adds adaptive cruise control (both are standard on the other cars). You have to pay for lane-keep assist as well; this is included with the Corolla, but the Golf also misses out on this technology as standard. The Peugeot 308 managed a poor 38.5mpg on our test, which places it well behind the Toyota and VW for economy. At current fuel prices, that works out at an annual petrol cost of 拢1,700 in the 308, while the Golf will set you back 拢1,562 and you鈥檒l spend 拢1,478 a year at the pumps with the Corolla.

2019 Porsche Macan S First Drive

Think Porsche, and you think 911. Or Cayman/Boxster. Maybe Cayenne. Perhaps Panamera. What you almost certainly don't think is Macan. But Porsche's compact SUV is quite the quiet achiever. More than 385,000 have been sold worldwide since the Macan made its debut in 2014. (It took Porsche more than 30 years to sell that many 911s.) Two in five new Porsches sold in the U.S. Macans, making it easily the company's most popular model. In short, it's a success. The 2019 Macan and Macan S now come standard with LED headlights, but new technology makes the biggest splash inside, courtesy of the 10.9-inch high-definition touchscreen in the center of the dash. The new screen provides the user interface for the Porsche Communication Management (PCM) system. The PCM system, which made its debut in the Panamera, features beautifully rendered graphics and fast reaction times, and the screen layout can be customized in several ways.

PCM also features voice control and can process swarm data from similarly equipped vehicles to warn of slippery roads, fog, or other hazards ahead when the navigation system is active. The 2019 Macan arrives in North America in late spring/early summer in two variants. The base Macan is powered by a 248-hp, 273-lb-ft longitudinally mounted version of VW Group's versatile 2.0-liter four-cylinder engine fitted with a new direct-injection cylinder head with centrally located injectors. 2,100 USD bump over the outgoing model. The Macan S, historically the best-selling Macan variant in the U.S., now has a 348-hp version of the Audi-designed 3.0-liter single-turbo V-6 under the hood. The twin-scroll turbocharger, mounted in the V, helps deliver a torque plateau that peaks at 354 lb-ft and runs flatter than Kansas from 1,360 to 4,800 rpm. Just one transmission is available, a seven-speed PDK that distributes drive to all four wheels. The all-wheel-drive system's torque split is biased to the rear wheels in the interest of sporty handling but can funnel 100 percent of the drive to the front wheels if needed.

The chassis concept is fundamentally unchanged, with multilink suspension front and rear and the choice of conventional steel springs or a height-adjustable two-chamber air suspension. But the 2019 Macan features a number of key tweaks aimed at improving ride quality and comfort while simultaneously improving the little SUV's already formidable on-road dynamics. The front suspension components are now made of aluminum, replacing the steel hardware used on the previous model. Porsche says the new front axle assembly reduces unsprung mass by 3.3 pounds (1.5 kg) and is considerably stiffer. The optional air suspension system has optimized rolling pistons and new damping hydraulics. The stabilizer bars have been recalibrated to deliver more neutral handling. And to tie it all together, the Macan now rolls on asymmetric tires, the fronts slightly narrower than the rears. You notice the improvements in ride quality and steering precision within the first few miles. Where the previous Macan crashed and thumped over lumps and bumps in the road, the new model is quieter and more composed.

The steering is as clear and deftly weighted a helm as you'll find on any SUV, allowing you to place the little Porsche accurately in corners with little more than a roll of the wrists. 25,000 USD worth of options. 2,750 USD for the optional air suspension is worth the money, and not just because it gives you an extra 1.6 inches of ground clearance in off-road mode. The hot setup, in terms of the best compromise between comfort and handling, would be to pair the air suspension with the 20-inch wheels and tires. The extra half inch of sidewall would further reduce impact harshness and noise and offer additional protection against pothole damage. 1,060 USD off the cost of ordering the air suspension in the first place. Sandpapery at times, the 3.0-liter V-6 doesn't feel as refined in the Macan as it does in the bigger Panamera or Cayenne. That may be a result of new dynamic engine mounts designed to stop the V-6 twisting in its moorings as you come on and off the throttle and upsetting the chassis balance. But the occasional tingle through the steering column is a worthwhile trade-off for the punchy midrange throttle response. Short-shift and surf the torque, and the Macan S pinballs down a twisting two-lane like a hot hatch, alert and light on its feet. As with all Porsches, the Macan S options list is long. It needs to be, as it's a surprisingly spartan ride in base trim, lacking even heated front seats, automatically dimming mirrors, or lane keeping assist as standard equipment. In addition to those items and the aforementioned air suspension and 20-inch wheels, we'd recommend opting for the Sport Chrono package, as it delivers the steering wheel-mounted mode switch with its "push to pass" button. 5,700 USD Burmester setup.

2019 Porsche Macan First Review

The Porsche Macan is the most successful model in the brand鈥檚 history. Just 4 years after its introduction the Macan is approaching 400,000 global sales, suggesting this Porsche doesn鈥檛 need any improvements. But the luxury SUV segment is among the most competitive in today鈥檚 market, and Porsche doesn鈥檛 wait for its models to lose their competitive edge before acting. We recently road tested the 2019 Porsche Macan S in Mallorca, Spain to experience a range of upgrades to the chassis, drivetrain, exterior design, interior features and technology interface. As one of the most driver-focused SUVs already available it was hard to believe the Porsche Macan could be substantially improved. But it could, and Porsche did. 59,650, including handling and destination charges. Enhancing the 2019 Macan鈥檚 handling dynamics is a new double-wishbone aluminum front suspension that is both lighter and structurally stiffer than the previous steel version. These components reduce unsprung weight by 3.3 pounds and combined with new engine mounts, revised anti-roll bars and available wider front wheels (.5 inch) improve turn in and steering precision.

The Porsche Macan鈥檚 optional air suspension has also been re-tuned to fully leverage these updated components for improved ride and handling. The Macan鈥檚 optional air suspension with Porsche Active Suspension Management (PASM) and Porsche Torque Vectoring Plus (PTV Plus) are now joined by an optional Porsche Ceramic Composite Brake (PCCB) system that features lighter, heat-resistant carbon ceramic rotors. The Macan鈥檚 standard braking system has also been upgraded with a lighter brake pedal and 10 mm larger front rotors to deliver improved pedal feedback and greater fade resistance. Porsche鈥檚 PDK dual-clutch 7-speed automatic transmission serves duty behind both engines. How do all these chassis and drivetrain upgrades impact the Porsche Macan鈥檚 acceleration, ride and handling? As you might expect, it鈥檚 win-win-win. The Macan is already one of the most engaging and entertaining SUVs you can buy. The 2019 Macan maintains, if not slightly raises, its agility while substantially improving ride quality. Not that the previous Macan was a back breaker, but it clearly transmitted its performance intentions, even on smooth pavement.

The 2019 Porsche Macan S feels far more relaxed when left in Normal driving mode, particularly over the broken and pockmarked pavement covering the island of Mallorca. A combination of narrow, twisting roads and aggressive elevation changes would have challenged most SUVs, but the Macan proved confident and refined throughout the experience. In addition to the wider front tires, Porsche equips the Macan with staggered front and rear wheel sizes, with wider rear tires adding to the SUV鈥檚 stability. In the case of our Miami Blue Porsche Macan S, a set of 21-inch, 911 Turbo-inspired wheels were wrapped in Pirelli PZero 265/40 R21 front tires and 295/35 R21 rears. This combination of equipment, along with the optional self-leveling air suspension and Porsche Torque Vectoring Plus all-wheel drive, had our Macan S gleefully ascending mounting passes while strafing Mallorca鈥檚 narrow one-lane bridges. Putting the Porsche SUV in Sport Plus mode lets the transmission dig deep into the turbo V6鈥檚 flat torque band, allowing the Macan S to catapult between apexes with minimal up- or downshifting.

Also: Get more driving impressions of all the new and redesigned 2019 models. The same subtle, but effective, approach to the 2019 Macan鈥檚 mechanical features was practiced for its exterior updates. The most striking change is seen from behind, where a new full-width LED taillight connects the traditional brake lights located on either side of the hatch. The rear 鈥淧ORSCHE鈥?badge is mounted on this light panel, adding to the Macan鈥檚 upscale appearance. Larger front air intakes, located under new standard LED headlights, enhance the Macan鈥檚 performance image. Updated parking sensors which are fully integrated into the front grille鈥檚 鈥渁ir blades鈥? give the SUV a cleaner appearance. Buyers looking to break up their SUV鈥檚 paint scheme can opt for Brilliant Silver or High-Gloss Black lower body side panels. The 2019 Porsche Macan鈥檚 interior also benefits from a number of functional and high-tech improvements. The most obvious is a larger 10.9-inch touchscreen.

The First Porsche Production Automobile

Despite arguments to the contrary, the Porsche 356 is known as the first Porsche production automobile to be mass-produced for sale all over the world. The arguments relate to the Porsche 64 which was produced by the German company, yet it was never mass-produced for sale to the public. It was purely a test mule. This proves that the Porsche 365, which was sold from 1948 through to 1965, was really the first Porsche car produced for sale. The models of the Porsche 356 that were available were initially the coupe, the cabriolet (which is a luxury convertible) and then the roadster which is a stripped down version of the convertible. Before this model was withdrawn in 1965 it went through several alterations and improvements. 150 000, the Super 90 and the famous Speedster. In 1954, Max Hoffman was the only importer of the Porsche car into the United States. He soon realized that he needed a more cost effective, racier version of the popular German car for the American market.

This is how the creation of the 356 Speedster came about! The Speedster became an instant hit with its compact little body, removable windshield for racing, bucket seats and minimal folding top. Even in the modern day and age, the Speedster is still valued and loved. 100 000 and has even been used in several famous films. It is admired and treasured as a collector's item. The production of the Speedster peaked at 1, 171 cars, and that was all the way back in 1957. In 1959 the Speedster was replaced by a more sensible version - the convertible D model. The D model featured a taller windshield, glass side windows, and more comfy seats. Because of its fame, and widespread appreciation, the basic shape of the Porsche 356 remained the same. Of course a few changes were made, especially in the mechanical area. This was a normal progression as advances in motor technology were achieved and the performance of the car could be improved. In the year that Porsche launched the 911, the production of the Porsche 356 peaked at 14, 151 cars! Although they had released their new model, the 911, the company continued to sell the 356C through to the end of 1965 in North America. Unfortunately, the customers complained that the price of the 911 was too high. It was almost twice the price of the 356! 56 years after the beginning of its production, the 356C has been named number 10 on the list of 'Top Sports Cars of the 60's' by Sports Car International. Even today, the 356 is a greatly respected car among collectors. It has really stood the test of time! Worldwide, thousands of 356 owners maintain the tradition, and preserve and drive their treasures regularly.

It gained 2.2 inches of length, while the wheelbase increased by 3.9 inches. These changes effectively moved the rear axle back three inches, which made the 911 a little less rear-engined than before. This was done to increase stability and comfort, and in concert with a two inch wider front track, produce a more neutral handling balance. Old 911s are defined by tricky handling characteristics you expect with a small rear-engine car; the 991 isn't too tricky at all. For a lot of people, though, the 991 never felt quite right. Objectively, it handled better than ever, but the appeal of the 911 has never been fully rational. After all, it's a car that developed a cult following precisely because of its faults. Recall that in the 1980s, Porsche tried to phase out the primitive, tricky-to-drive 911 with the sensible front-engine 944 and 928. It didn't work, mainly because people kept buying 911s, faults be damned.

By making the 911 bigger and improving the handling, the 991 got further away from what made the 911 so beloved in the first place. Other decisions Porsche made during the 991's lifetime didn't win favor with purists either. For starters, there was the use of electric power steering, which boosted efficiency but made the 911's steering wheel a lot less chatty than the hydraulic power assistance employed before. Another defining characteristic of the 911, seemingly lost to modernity. Then Porsche dumped manual transmissions in the GT3 and GT3 RS, causing a purist's revolt. And in 2015, the lovely naturally aspirated flat-sixes in the 911 Carrera range were dropped for a 3.0-liter twin-turbo motor. It seemed the 911 was losing its magic. Enthusiasts turned to old 911s, driving up the prices of air-cooled models and older GT3s and GT3 RSes significantly over the 991's life. But to Porsche's credit, the right people were paying attention.

鈥淚 say these guy are all a little bit crazy, but they're all crazy in the same way,鈥?Achleitner told me. One of 鈥渢hose guys鈥?is Andreas Preuninger, the man responsible for GT3s. He created the 911 R in 2016. It was the lightest 991 yet, and it combined the 4.0-liter, 500-hp flat-six from the GT3 RS with a six-speed manual gearbox. Preuninger was clever when it came to the chassis setup of the R, too. He decided to prioritize fun on the road over lap times on track, and it worked. The R is an absolute gem, offering old-school thrills with modern performance and capability. It's probably the 991 at its finest. People at the top of Porsche didn鈥檛 think there would be much of a market for the R, so they capped production at 991 units, offering most to those who bought the 918 Spyder. 500,000 on the second-hand market.

2019 Porsche Cayenne S, E-Hybrid And Turbo First Drive: Something For Everyone

Stuttgart, Germany. The good people from Porsche Canada thought it would be a good idea to head to the Black Forest and sample the other levels of the Cayenne鈥檚 Scoville scale. To be honest, the First Drive of the new base Cayenne served to demonstrate how underwhelmingly good the truck is. The roads driven were the root cause of this conclusion but this time, other than negotiating traffic around the busy town that is Stuttgart, things turned out differently. The new E3 Cayenne is the third generation of the sport and luxury car brand鈥檚 saviour. As a successful product for a low-volume car manufacturer, few can match the Cayenne鈥檚 impact. For this round, the base truck is as complete and competent as it has ever been. Porsche reckons that roughly 3 out of 5 Cayennes sold in Canada are the basic version. The three I drove in Germany serve far deeper pockets and one stands as the model鈥檚 poster-boy.

No matter the version, Porsche鈥檚 Cayenne is a beacon in the increasingly crowded midsize luxury SUV segment. The E3 is built upon VW鈥檚 excellent MLB platform which has not only allowed the Cayenne to drop some weight but has raised the vehicle鈥檚 refinement to a new high. All three Cayennes handled superbly even though shod with 20-inch Pirelli winter tires. Steering response is direct and heavily influenced by the must-have rear-axle steering. Comfort and handling are mutually inclusive - regardless of the trim, a Montreal-Toronto road trip with a stop-over at the Canadian Tire Motorsports Park for a lapping session is more than possible when equipped as such. Aboard, the Cayenne caters to all needs as well. The centrally-mounted 12.3-inch screen is the center-piece of what is a functional and attractive dashboard. Porsche has thought of everything where space, comfort and utility are concerned. Attention to detail and craftsmanship are second to none, unsurprisingly. Now that the formalities are out of the way, let鈥檚 get going.

Let鈥檚 begin with the one I loved and despised the most at once. 91,700 and relies on a turbocharged 3.0-litre V6 coupled to an electric motor that is fed by a 14 kWh battery. Output is rated at 455-horsepower and 516 lb.-ft. What more could anyone ever want? This kind of power is enough to send the decidedly heavy 2,295 kg (5,049 lbs.) to 100 km/h in only 5 seconds on its way to a top speed of 253 km/h. The powertrain is smooth and incredibly efficient. So, what鈥檚 wrong with it? This is a common flaw with recent plug-in hybrids which have a hard time modulating braking power between combustion engine and electric transitions. In traffic, with a low charge, braking power varies suddenly when the internal combustion engine switches off - the repeated jerkiness from mild to strong braking pressure is immensely unpleasant. Let鈥檚 hope that when the 911 goes hybrid, Porsche will have revised the braking situation. 92,600 鈥淪鈥?is the wise choice.

The twin-turbo 2.9-litre V6 produces 434-horsepower and 406-lb.-ft. of torque from 1,800 rpm. This one shoots forward to 100 km/h in 5.2 seconds but does not feels as fast as the E-Hybrid. Even so, the S merges onto the Autobahn with considerable force. The standard 8-speed Tiptronic S automatic transmission is very present at all times - its mechanical involvement is somehow reassuring. Sure, the other Cayennes are quick but my drive partner and I were both flabbergasted when stomped hard on the throttle the first time. 139,700 and is frighteningly fast. The twin-turbo 4.0-litre V8 belches out 514-horsepower and a tizzy-inducing 568 lb.-ft. 1,960 rpm. When the power kicks in no matter the drive mode, the rear end squats and the 100 km/h mark arrives in only 3.9 seconds (with the included Sport Chrono Package, 4.1 without). Poking around with the drive modes renders the 8-speed Tiptronic S automatic almost psychic as any of provocation on the go pedal sends the truck into orbit. While the power is addictive, the tester鈥檚 included massive 415mm front discs with gargantuan 10-piston callipers are sublime. Brake pedal reaction is subliminal and the stopping power! What blows me away about the Cayenne, the Turbo in particular, is that is other than its quad tailpipes and marginally different front grille, it is nearly indistinguishable. Unlike other luxury brands, Porsche toned down its flagship SUV which I find completely fascinating.

2019 Lamborghini Urus First Drive Review

As you wake in the cool gray tones of a coastal spring morning, your A.I. Your partner rolls in bed, murmuring. Down the hall, the kids grumpily snooze their alarms. You lever up, swing feet onto polished concrete, and the hammer of another day in paradise comes crashing down. Why aren鈥檛 you happy? What can fill this hole? Nothing, really, because happiness comes from within, and you鈥檝e been on empty for a decade. As you wrestle with this fact yet again, turning it over for an unseen edge, a hidden seam, you catch a lime-green glimpse out the window, breath hitching. It wasn鈥檛 a dream. You let out a whoop, running through the house. We鈥檙e taking a family day! The trouble with success is that it is cumulative. When you have the perfect family, the perfect job, the perfect life, 鈥減erfect鈥?becomes normal, and normal sucks. You need something more. Loosed on track at Vallelunga in Italy, a scant two sessions of three hot laps each in the offing, the Urus rises to the challenge.

No. But it鈥檚 handily the world鈥檚 most dynamically capable production SUV, and would easily be able to hang with any flock of super-sedans in the hands of a capable and confident driver. Better yet, unlike those spiffy super-sedans, the Urus鈥檚 party doesn鈥檛 end when the pavement does. A few hundred meters away, a rally-style course carved from the Italian hillsides adjacent to the track is our next playground. Smoother than your average wild dirt road, but laden with fine, silty dust and volcanic gravel, the dirt course is less about off-road challenge and more about low-friction fun. Here, the Lamborghini鈥檚 variable all-wheel-drive system has its chance to truly shine, allowing big-throttle wallops to sling the tail around like a Coolidge-era bootlegger, with digital witchery managing torque, slip angle, and more. Genuine fun鈥攋ust don鈥檛 forget the protective wrap for the neurasthenic paint. But these forays into malaise delay can鈥檛 last forever.

A weekend here, a vacation there, and you鈥檒l be right back in the loop of death by perfection. Fortunately, this Lamborghini isn鈥檛 just for the occasional dalliance. It鈥檚 for life, all of it. Those grumpy, sleepy kids might only be waist-high now, but soon they鈥檒l be gangly teens, straining for their own space everywhere but the back seat of the Urus. Given the Urus鈥?fastback profile and low overall height (just 64.5 inches tall), you might think it鈥檇 exclude taller passengers in the second row, but you鈥檇 be wrong. The Urus is designed to comfortably fit passengers as tall as 6-feet, 3-inches tall. I鈥檇 have no problem crossing the county, or a continent, in any of the available seats. Given the choice, however, I鈥檇 choose the driver鈥檚 seat. On the road, the Urus is surprisingly refined overall, from ride comfort to wind and road noise. There鈥檚 a bit of chop over rougher pavement, a problem no doubt worsened on the available 23-inch wheels (the world鈥檚 largest offering from a car manufacturer, for what that鈥檚 worth)鈥攑erhaps the reason those huge rollers weren鈥檛 available for our testing.

We made do with the 22-inchers that were available, and even with the occasional rough spot, found nothing worse than you would in a sedan of equivalent performance. Behind the spacious and comfy rear seats, Lamborghini has TARDISed in 21.7 cubic feet of storage space鈥攅nough for two golf bags placed cross-wise鈥攐r up to 56.4 cubic feet with the rear seats laid flat. Gear, groceries, room aplenty. Of course, it isn鈥檛 easy getting all of these seemingly conflicting features to come together, especially for a brand that鈥檚 historically built go-fast performance art. But thanks to Lamborghini鈥檚 chief technical officer Maurizio Reggiani and his team of engineers, that鈥檚 exactly what the company managed to do. The engine, traditionally, has been the heart of a Lamborghini. But the Urus鈥檚 4.0-liter twin-turbo V-8 is based on a Volkswagen Group design. 鈥淭he cylinder block comes from the group,鈥?says Reggiani. 鈥淭he job that we did is in the more important part of the engine. If you want to have power, that is in the cylinder, right?

2019 Porsche 911 Carrera Coupe First Review

Porsche famously puts the engine in the rear of the 911 - physically hanging behind the rear axle. There are other benefits to the rear-engine architecture, too. Technically, the 911 Carrera has four seatbelts within its cabin. 2 passenger configurations, adults will only want to occupy the two front seats as the rears are too small for anyone out of elementary school. Nonetheless, the driver and front passenger sport bucket seats are anything but cramped, and there is a startling amount of front legroom - the 911 is one of the only sports cars that comfortably accommodates very tall drivers. And, thanks to an upright seating position and thin roof pillars, vision outward is excellent. Primary instrumentation is analog dials (a traditional tachometer takes center stage), with a configurable digital display integrated into the cluster. The infotainment screen is touch-sensitive, easily within reach of both front passengers, and the unit is offered with the latest smartphone connectivity (Apple CarPlay is standard). Its operation is intuitive, and the response time is fast. Porsche isn鈥檛 one to load up the 911 with a laundry list of standard features - as a result, the company鈥檚 options list is exhaustively long. Even so, leather upholstery and full power equipment is standard. Apart from auto-dimming mirrors, which are a must-have upgrade on the standard model, most options are simply for customization (be careful, as it is easy to drive the price stratospheric).

What is the cam type of the 2010 Porsche Panamera? The 2010 Porsche Panamera has double overhead cam (DOHC). What is the cam type of the 2004 Porsche Boxster? The 2004 Porsche Boxster has double overhead cam (DOHC). What is the cam type of the 2010 Porsche 911? The 2010 Porsche 911 has double overhead cam (DOHC). What is the cam type of the 2012 Porsche Cayman? The 2012 Porsche Cayman has double overhead cam (DOHC). What is the cam type of the 2013 Porsche Boxster? The 2013 Porsche Boxster has double overhead cam (DOHC). What is the cam type of the 2008 Porsche Cayman? The 2008 Porsche Cayman has double overhead cam (DOHC). What is the cam type of the 2014 Porsche 911? The 2014 Porsche 911 has double overhead cam (DOHC). What is the cam type of the 2011 Porsche Panamera? The 2011 Porsche Panamera has double overhead cam (DOHC). What is the cam type of the 2009 Porsche 911? The 2009 Porsche 911 has double overhead cam (DOHC).

My C7 Corvette Grand Sport is having some minor electrical problems and unfortunately my Chevy dealership experiences have not been too great in going about solving them. I also find having some of these electrical problems to be unacceptable in a car that is one year old. So I was thinking going with luxury car maker in the future since the Chevy dealerships around me are a little lulzworthy, and so far Audi is the brand that I most have my eye on. I decided to rent a 2018 TTRS as it is a car that looks more unique and sporty than your typical luxury sedan/coupe but at the same time is a bit more practical than the C7 Corvette. The areas I will focus on are: Power, Handling, Practicality, Style, Build Quality, and Overall Driving Experience. So this is kind of an interesting metric to look at between these two cars.

The Audi TTRS has a 2.5L 400HP 350lb/ft torque turbo charged 5cylinder engine mated to an AWD 7 speed DCT transmission. My C7 Grand Sport has a 6.2L NA V8 producing 460HP 460lb/ft torque and is mated to a torque converter 8 speed automatic. The Audi feels similar to other low displacement turbo charged cars that I have driven. It has some initial go from the engine and then once the turbo spools up a big wave of torque and power carries it up to speed. I wouldn't say the system is "laggy" but you do gain a few thousand RPM's before you really feel the turbo kick in. Whereas the Audi probably would beat the C7 Grandsport to 60 in the real world, I would describe it as "quick" whereas the Corvette just feels powerful almost everywhere in the RPM band. This power difference is really noticeable when driving the cars back to back.

I often criticize the Grand Sport for being too balanced of a car and too tame but compared to the TTRS it is much more visceral. The TTRS in a lot of ways is just as fast, but you kind of get to speed without feeling much effort, or excitement. So the TTRS brings you get up to speed in a rather unremarkable blur, whereas in the Grandsport you feel like you're attached to a rocket by comparison. On the highway the Corvette is the better car to have. The extra horsepower and torque really begins to shine after 60mph, and on the highway the Corvette just puts you in any position you want to be in with all of the torque and power it has. A lot of reviewers praised the TTRS for having a really unique sound full of personality and a great exhaust mated to it. Though the car does sound nice and is definitely the most exciting sounding German car I've driven thus far (which isn't saying much) The C7 Corvette's V8 is just so much more present and pleasant to listen to.

First Drive: 2019 Porsche Cayenne Turbo And Cayenne S

I was one of them; one of those that dismissed the Porsche Cayenne at first. After all, this wasn鈥檛 your typical Porsche model - not on the surface. Not rear-engined, more than two doors, not a sports car. Which, of course, turned out to be all sorts of wrong. Now, there鈥檚 a new one. It鈥檚 lighter than those guys, though. Last year, the hood and trunk were crafted from aluminum; this year, the whole body is. They鈥檝e turned to lighter weight engine internals, a lithium-ion battery, and more to help shave as much as 500 lbs. 鈥檚 half a metric tonne, folks - over last year鈥檚 truck. You won鈥檛 look all that bad while you鈥檙e at it, either; granted, SUVs and pickups are some of the harder vehicle types to style uniquely, but the longer, wider and lower Cayenne does a pretty good job of it nonetheless. The main change for 2019 actually happens 鈥榬ound back, with a rear fascia that now sees the LED taillights connected by a light bar, in keeping with the rest of the Porsche line-up. The Cayenne S, meanwhile, gets a fixed spoiler.

Up front, the headlights have also been updated to something Porsche calls 鈥淢atrix Beam鈥? 84 LEDs help provide variable lighting strength depending on the situation. In Canada, it used to be that high beam/low beam was a black-and-white thing; you either had one or the other. After new legislation, Porsche can provide varying levels by switching off individual LED segments. The next real eye-catcher is a stylistic change, yes, but also a functional one. If you鈥檒l look at the wheels, you鈥檒l notice white brake calipers - massive, 10-piston white brake calipers squeezing massive 415 mm discs. Less noticeable at this juncture on these low-mileage cars is the reflective surface of the caliper; with more wear, they will become as reflective as a mirror. There to show you how little brake dust there is. 10,000 ceramic-disc system that鈥檚 also available. Inside, a few details are on-hand to differentiate the 鈥?9 from the 鈥?8; the biggest change is the touch-panel surrounding the shift lever, an area that had been littered with about a million buttons until this year.

Also new is the infotainment screen; a 12.3鈥?number with ultra-clear graphics and all that, complemented by a quasi-digital gauge cluster; analog tach in the middle, and two customizable screens on each side. It鈥檚 a nice modern take on the traditional Porsche gauge cluster. They鈥檝e also added new seats; 18-way power adjustability is standard on both the S and Turbo, while the Turbo gets an active set-up that adjusts the side bolsters depending on how aggressively you鈥檙e driving. That鈥檚 some pretty serious kit for a people-moving SUV. Air suspension is standard on the Turbo but optional on the S, and it does a masterful job of ironing out the road ahead of you. While we spent some time on a smooth highway during our drive, most of it was spent in quasi-plowed, hard-packed back roads finished in a way that only roads in Quebec can be. Ideal conditions, then, to test Porsche鈥檚 most family-oriented vehicle.

With the Cayenne - especially the Turbo that gets Porsche Torque Vectoring Plus as standard kit - you can really feel the systems working, shuffling power to and fro, axle to axle, wheel to wheel, keeping the Cayenne heading true. That鈥檚 the electronic stuff; there鈥檚 new mechanical additions, too, in the form of a new multi-link front suspension set-up and staggered wheels and tires that measure 315 mm at the back, for better turn-in response. It鈥檚 also here that you can really feel those new brakes doing their thing, as brake pressure can also be automatically applied if the situation requires it. It often did, here, and I experienced enough to say that these are some mighty fine brakes that are responsive and ultra-capable, without the grabbiness or noisiness associated with the ceramic system. Safe to say that if you want to feel confident during winter driving, the Cayenne has you covered in more ways than one.

Of course then, while I haven鈥檛 yet experienced one in drier conditions, you also get all of that dry-driving stuff we talked about earlier. The Turbo is undeniably fast even in these conditions - monstrously so, in fact- but that鈥檚 not to say the S left me wanting. For starters, the V6 howl that replaces the Turbo鈥檚 V8 growl is a great sound in its own way, and it鈥檚 also lighter than the Turbo and quite fleet of foot as a result. At the wheel of the Turbo, I felt like I was in a ground-pounding GT car; the S is more sports car-like in its attitude. Pretty neat trick Porsche has pulled here, with two divergent takes on a single model. Add the base single-turbo-6 and hybrid models, and you can see just how far the Cayenne has come, and how its stock has risen both at Porsche and with buyers.

2019 Porsche Cayenne First Look

At launch, Porsche will offer just two versions of the Cayenne. The base model now receives a turbocharged engine in the form of a 3.0-liter V-6 with a single turbo. Producing 340 hp and 332 lb-ft of torque, the engine makes 40 more hp and 37 more lb-ft than its predecessor. Hitting 60 mph should take 5.9 seconds in standard form or 5.6 with the Sport Chrono package, Porsche says. That's way ahead of its estimate for the previous Cayenne, which was 7.3 seconds, or 7.2 seconds with Sport Chrono. Top track speed is 152 mph. For the Cayenne S, Porsche brought out a new 2.9-liter twin-turbo V-6 making 440 hp and 406 lb-ft of torque, up 20 hp. Top speed is 164 mph. The new Cayenne S is estimated to crack the 4-second mark in its run to 60 mph, estimated to take 4.9 seconds, or 4.6 seconds with Sport Chrono.

All Cayennes come standard with an eight-speed Tiptronic S transmission that now promises quicker response times in lower gears. Also improving performance is new braking technology that Porsche claims is first in the world. Available as an option, these high-performance Porsche Surface Coated Brakes (PSCB) consist of a cast-iron disc with 70 micrometers of tungsten-carbide coating. Once bedded in, the surface of the brakes shine like a mirror, but they have better performance over steel brakes, with less wear and a longer life. Karl Heess, Porsche director for product line SUV, says PSCB reduce brake dust by as much as 50 percent (over conventional steel brake discs) and extend the life of the disc by up to 35 percent. They are more expensive than steel discs but still up to 50 percent less than Porsche's ceramic brake option. For the first time, Cayenne gets staggered front and rear tire sizes, ranging from 19 to 21 inches in diameter.

This makes it the last vehicle in Porsche's lineup to follow in the footsteps of the 911, which famously staggered the width of its tires to account for the mass of the rear-mounted engine. For 19-inch wheels, width is 8.5 inches in front and 9.5 inches for the rears. Opt for 21-inch wheels, and the widths are 9.5 inches and 11.0 inches, respectively. Cayennes with optional 21-inch wheel and tire packages also receive slightly wider composite fender flares. Rear-axle steering is also an option and helps reduce the turning radius of the Cayenne at low speeds for better maneuverability. Porsche Active Suspension Management brings variable damping as standard on the Cayenne S and optional on the base model, which comes with traditional coil springs and dampers. Buyers can now choose a new air suspension with a third air chamber that allows for more specific calibration of the suspension settings. The option of air suspension also gives Cayenne a range of ride heights.

Heess says. "In high speed, at max velocity, you are on the lowest level for the car." The lowest ride height is 1.1 inches lower than normal; the highest is 2.2 inches (and speed limited). Air suspension can also be used independently front to rear, for load leveling, or when towing (and the Cayenne is rated to tow up to 7,700 pounds). Also new is Porsche Dynamic Chassis Control with stabilizer bars controlled via a 48-volt electrical system instead of a hydraulic setup. Inside the cabin, the Cayenne receives a new 12.3-inch touchscreen that originally made its debut on the new Panamera. Near the shifter, touch surfaces control some of the most in-demand functions. Porsche spent a lot time on the Cayenne's seats. Up front there is a standard Comfort seat and a new optional sport seat with an integrated headrest. The second-row seats fold nearly flat, and they can slide approximately 6 inches. With the rear seats up, cargo room increases almost 15 percent compared to the old model. Despite all of these helpful features, Porsche is confident that its new Cayenne is the best driver of the segment even with a host of new challengers.

From 2004-2007, the car rolled out of Germany its enthusiastic owners, 604 of whom were located in the US. Set to produce 1,500 cars, Porsche altered its goal as a result of upcoming changes in regulations and built only 1,270 GTs. Looking aside from the low production numbers, the GT is special in several other aspects. Constructed of a carbon fiber monocoque and subframes, the GT breaks the tradition of carbon fiber and aluminum monocoque and subframe combination present in earlier supercars. Additionally, as a symbolic nod to the 917 race cars, the gearshift knob was constructed of top-grade beechwood. In the second year of production, a carbon-fiber knob was made available as an option for those who didn鈥檛 want the wood. Fifteen-inch diameter carbon-ceramic disc brakes were also a significant technological advance easily seen on the car. 448,000 MSRP, the GT weighed in as a higher financial commitment than its competitors, but it soon proved that the extra expenditure translated to superior performance.

First Spy Shots Of Four-door Coupe

This is our first look at the facelifted Audi A5 Sportback, sporting revised styling and a range of infotainment updates. The new model is expected to make its debut at September鈥檚 Frankfurt Motor Show. Overall, the shape of the Audi A5 Sportback hasn鈥檛 changed, with the Sportback getting a fresh front bumper with wider air vents, new side skirts, an updated rear bumper, revised LED headlights, tweaked tail-lights and new squared-off exhaust exits. Inside, we鈥檙e expecting the VW Group鈥檚 12.3-inch digital instrument binnacle to become standard issue, in a bid to compete with the C-Class and 3 Series for interior technology. An 8.8-inch infotainment system, powered tailgate, touchscreen controlled climate control, Apple CarPlay, and Android Auto will also likely feature. Audi鈥檚 new A5 Sportback will be powered by the firm鈥檚 latest range of 2.0-litre TFSI petrol and TDI diesel engines, with power ranging between 148bhp for the least powerful models and 242bhp for the range-topping all-wheel-drive quattro version. In all but the range-topper, a choice of either a six-speed manual or seven-speed S tronic gearbox will be offered. There鈥檚 also potential for Audi鈥檚 latest range of TFSI e hybrid powertrains to feature on the upcoming A5 Sportback, which should benefit fuel economy and performance. The updates will be carried across the Sportback, Coupe and Convertible range, and prices are likely to be in line with the current model, starting from around 拢35,000.

The 2013 Porsche Panamera has a V6 engine. What size engine does the 2011 Porsche Panamera have? The 2011 Porsche Panamera has a V6 engine. What is the base engine size of the 2001 Porsche 911? The 2001 Porsche 911 has a 3.4 L base engine size. What is the base engine size of the 2010 Porsche Cayenne? The 2010 Porsche Cayenne has a 3.6 L base engine size. What is the base engine size of the 2014 Porsche Boxster? The 2014 Porsche Boxster has a 2.7 L base engine size. What is the base engine size of the 2004 Porsche Cayenne? The 2004 Porsche Cayenne has a 3.2 L base engine size. What is the base engine size of the 2012 Porsche 911? The 2012 Porsche 911 has a 3.6 L base engine size. What is the base engine size of the 2009 Porsche Boxster? The 2009 Porsche Boxster has a 2.9 L base engine size.

What is the base engine size of the 2011 Porsche Panamera? The 2011 Porsche Panamera has a 3.6 L base engine size. What is the base engine size of the 2012 Porsche Cayenne? The 2012 Porsche Cayenne has a 3.6 L base engine size. What is the base engine size of the 2011 Porsche Boxster? The 2011 Porsche Boxster has a 2.9 L base engine size. What is the base engine size of the 2006 Porsche Cayenne? The 2006 Porsche Cayenne has a 3.2 L base engine size. What is the base engine size of the 2014 Porsche Cayenne? The 2014 Porsche Cayenne has a 3.6 L base engine size. What is the base engine size of the 2015 Porsche Macan? The 2015 Porsche Macan has a 3.0 L base engine size. What is the base engine size of the 2005 Porsche Cayenne? The 2005 Porsche Cayenne has a 3.2 L base engine size. What is the base engine size of the 2012 Porsche Panamera? The 2012 Porsche Panamera has a 3.6 L base engine size. What is the base engine size of the 2003 Porsche 911? The 2003 Porsche 911 has a 3.6 L base engine size.

The new generation of iconic crossover starts with 2019 jeep grand cherokee. 2019 jeep grand cherokee price and changes - 2019 jeep grand cherokee will come with all-time push, which is unveiled shortly. 2019 jeep grand cherokee summit specs - i鈥檝e generally thought of the jeep grand cherokee as america鈥檚 range rover. 2019 jeep grand cherokee: the preview. 2019 jeep cherokee. if it is like the 2019 jeep aggressive take on the summit.. 2019 jeep grand cherokee summit review. 2018 jeep wrangler rubicon recon edition pc. 2019 jeep grand cherokee redesign and price - 2019 jeep grand cherokee include all-wheel push, which will be introduced soon. The 2019 jeep grand wagoneer will be more than a fancy grand cherokee. 2019 or so, when jeep adds both a and a summit, you have different. Here鈥檚 the quick and dirty on what you need to know about the uber-luxe 2017 jeep grand cherokee summit.. The 2018 jeep grand cherokee is an trail rated the trail rated badge on jeep 4x4 vehicles the stunning grand cherokee summit is for those who long. 2019 jeep grand cherokee summit specs | dodge specs, 2019 jeep grand cherokee summit specs - 鈥檝e generally thought jeep grand cherokee america鈥?range rover. 2019 jeep grand cherokee release date, summit, overland The new generation of iconic crossover starts with 2019 jeep grand cherokee. 2019 jeep grand cherokee summit - car engine news 2019 jeep grand cherokee price and changes - 2019 jeep grand cherokee will come with all-time push, which is unveiled shortly. 2019 jeep grand cherokee summit review - 2019 jeep grand cherokee summit is the best form of the model.

The maximum payload of the 2006 Porsche Cayenne is 1709 lbs.. What is the maximum towing capacity of the 2006 Porsche Cayenne? The maximum tosing capacity of the 2006 Porsche Cayenne is 7716 lbs.. What is the maximum cargo capacity of the 2006 Porsche Cayenne? The maximum cargo capacity of the 2006 Porsche Cayenne is 62.5 cu.ft.. How many valves does the 2006 Porsche Cayenne have? The 2006 Porsche Cayenne has 24 valves. What size engine does the 2006 Porsche Cayenne have? The 2006 Porsche Cayenne has a V6 engine. Is the 2006 Porsche Cayenne electric or gas? The 2006 Porsche Cayenne is a gas-powered vehicle. What is the drag coefficient of the 2006 Porsche Cayenne? The 2006 Porsche Cayenne has a drag coefficient of .38 Cd. What is the angle of departure of the 2006 Porsche Cayenne? The 2006 Porsche Cayenne has a 25.7 degrees angle of departure. What is the curb weight of the 2006 Porsche Cayenne?

2019 Porsche Cayenne E-Hybrid First Drive: A Hybrid That Tows And Hauls

Porsche, the venerable German maker of sports cars, just rolled out the hybrid version of the current Cayenne. This is the third Cayenne SUV with a hybrid powertrain; while the first-generation model had no such variant, the second Cayenne had two hybrid versions (one a regular hybrid, one a plug-in). That means there are as many generations of Cayenne hybrid as there are of the Honda Insight, which was the first hybrid of any sort offered on our shores. According to Friedemann Heller, powertrain product line manager for SUVs at Porsche, engineering the single motor to handle the difficult duty of a cold-engine start was a worthwhile effort for the weight savings. The only downside is that if there ever is a fault in the high-voltage battery, the Cayenne will drive like a normal car鈥攂ut only for as long as the 12-volt battery鈥檚 charge endures. Wherever the SUV is shut off, assuming the fault isn鈥檛 self-correcting, is where it will sit until a tow truck arrives, because there is no way to start the car without a functional high-voltage battery. 3590) is selected, it also brings a 48-volt subsystem to power the active front and rear anti-roll bars.

The conversion to hybrid propulsion adds about 680 pounds to a base Cayenne, according to Porsche. That makes the plug-in around 260 pounds heavier than the 550-hp V-8-powered Cayenne Turbo, but you鈥檇 be hard pressed to feel the added mass from behind the steering wheel. 1620), the Cayenne E-Hybrid does an amazing impression of a sporty wagon by nullifying body roll without making the ride harsh. The E-Hybrid also is a nice place to spend extended periods of time as road noise is well hushed, even on the optional 21-inch wheels (19s are standard; 20s and 22s also are offered). A dial inside the rim of the steering wheel at the 4:30 position selects from four main driving modes that vary the suspension, engine, electric motor, and transmission behavior. E-Power is the default mode and relies solely on the motor to drive the wheels. Hybrid Auto mode leaves the blending of electron and gasoline power up to the car鈥檚 computers, which will drive the wheels in the most efficient way. In Sport mode, the V-6 is always running, gears are held longer, and the various suspension elements get firmer. Sport Plus ratchets up the chassis even further.

Two sub-modes of Hybrid Auto allow the car to charge the battery itself or hold the battery鈥檚 state of charge for later use. These are activated via the infotainment interface. Both the engine and the motor turn at the same rpm. Swaps from electric drive, to hybrid, and back are utterly seamless. Initial tip-in from a start is damped by the torque converter and bolstered by the motor鈥檚 295 lb-ft of torque, which is available from 100 rpm to 2400 rpm. By that point, the engine鈥檚 peak torque of 332 lb-ft is available. Working in concert, the engine and motor serve up 516 lb-ft between 1000 and 3750 rpm but, more important, 455 horses at 6400 rpm. Sport and Sport Plus also ready the temporary boost mode, which, when activated by pressing the button in the middle of the mode-selector dial, delivers a 918-like boost to the electric half of the powertrain for maximum acceleration. Sprints to 60 mph should take about 4.4 seconds, a massive improvement of 0.8 second over what we extracted from the outgoing Cayenne S E-Hybrid.

840), a fully drained battery will recharge in about 2.5 hours on a Level 2 connection (32 amps). With the standard charger (3.6 kW) that time grows to four hours. But most wagons, let alone hybrids, can鈥檛 tow 7716 pounds. And it is for this reason that the Cayenne has its own powertrain, distinct from that used in the Panamera鈥檚 hybrid variants, complete with a torque converter and planetary automatic instead of a dual-clutch transmission. Sure, it could have been done with PDK, but Porsche鈥檚 standards for initial tip-in couldn鈥檛 have been met. Pulling away with a loaded trailer on a hill, for example, wouldn鈥檛 be buttery smooth. The powertrain arrangement, from tip to tail, is as follows: engine, clutch, electric motor, torque converter, eight-speed gearbox, hang-on all-wheel-drive coupler (an electronically controlled clutch), driveshaft, rear differential. This arrangement means that if the car is moving, the motor is spinning. Lift off the gas and there is some regenerative braking, but not anywhere near one-pedal-driving levels. As the brake pedal is pressed, regen-indicator lights illuminate as more and more deceleration is asked of the system.

2019 Porsche Cayenne E-Hybrid First Drive Review

The 2019 Cayenne E-Hybrid is not only faster and more powerful than the outgoing model, but will also travel farther in pure EV mode, up to 27 miles at speeds of up to 83 mph. The key enabling technology here is a liquid cooled 14.1-kW-hr battery pack that has 30 percent more capacity than the previous generation pack yet weighs the same. A 3.6-kW onboard charger is standard, and a 7.2-kW charger is available as an option for those who want faster charge times. Of course, the beauty of a plug-in hybrid is that you don't need to plan your trip around charge points. And the beauty of Porsche's plug-in hybrid system is that it doesn't just save the e-motor's smooth power and instant-on torque for delivering silent, planet-saving EV motoring around town. Thanks to powertrain control strategies developed for the 918 Hybrid, the e-motor can also be used to boost the Cayenne's performance on a fun-to-drive back road.

The choice is yours. Left to its own devices, the Cayenne E-Hybrid starts in E-Power mode, propelled solely by the electric motor. On a full charge, that gives you all the range you need for most local trips, and if the journey includes a freeway section, it'll waft along silently on battery power with the rest of traffic. Simply push the accelerator pedal past an artificially induced pressure point, and the internal combustion engine will fire up to lend a hand. It's just like the kickdown function in an old-school automatic. Being a Porsche, the Cayenne E-Hybrid has an E-Launch function for maximum acceleration away from the lights in pure EV mode: Simply keep the brake depressed and move the accelerator pedal to the pressure point. Sidestep the brake pedal, and you're away. Don't expect a Tesla Model X P100D Ludicrous launch, however: With the e-motor doing all the work, we're talking Kia Rio power in a 5,060-pound SUV. Porsche claims a 0-35 mph acceleration time of just over 6 seconds.

That's not going to pin you to the seat, but it's enough to startle the snoozers at traffic lights. When the battery charge depletes, the Cayenne E-Hybrid automatically switches to Hybrid Auto mode. Alternatively, drivers can select Hybrid Auto mode from the get-go via the steering-wheel-mounted controller. This is the best all-round mode for trips longer than 27 miles, as it allows battery charge to be husbanded for optimal use of the e-motor. The powertrain's brain takes into account how you've been driving, your battery charge status, the topology of your route, and speed information, and seamlessly blends power and torque flows from the internal combustion engine and the e-motor accordingly. Program a destination into the sat-nav, and the system also factors the distance remaining into its calculations. The Hybrid Auto mode can be manually adjusted via a submenu on the Cayenne's touchscreen to prioritize the battery charge protocol. E-Hold mode ensures the current battery charge level is maintained鈥攗seful if you know you're driving into a city where pure EV running is required.

E-Charge mode asks the internal combustion engine to produce slightly more power than is needed to propel the vehicle and directs the excess to recharging the battery. It works: 35 miles of 80 mph cruising in E-Charge mode on a French autoroute during our test drive pumped 15 miles of range back into our Cayenne E-Hybrid's depleted battery. Sport and Sport Plus are the fun modes. In Sport mode the Porsche not only stiffens its sinews and sharpens its responses, the battery's charge is also kept to the minimum level needed to provide a power and torque boost on demand. Sport Plus takes everything up a notch and increases the rate at which the battery is charged to allow longer periods of e-motor boost, more often. In both modes, the internal combustion engine remains in continuous operation. Hybrid haters might dismiss the Cayenne E-Hybrid as the least sporty Porsche you can buy. It's not鈥攖he entry-level Cayenne, powered by the 335 hp V-6 engine, is slower to 60 mph and has a lower top speed. In Sport Plus mode the E-Hybrid can confidently hustle down the road at a pace that will leave most regular SUVs in a welter of thrashing engines, squealing tires, and smelly brakes. Left to its own devices, the 2019 Porsche Cayenne E-Hybrid delivers a strong combination of performance and efficiency. But it also allows drivers to switch the emphasis between the two, and not just in a purely binary fashion; there are subtle layers of functionality and capability to explore. It might be a hybrid SUV with a V-6 engine, but it's an engaging one to drive.

This Is The First Lamborghini Countach To Sprout A Wing

When the Lamborghini Countach first hit production in 1974, it was rather unadorned. The big fenders, wide tires and wing that came to define the supercar didn't arrive for a few more years. You can thank Canadian businessman and F1 team owner Walter Wolf for those. We've told his story before, so I'll just summarize it here-Wolf was a Lamborghini man, through and through, and he wanted more out of the then-new Countach. He turned to genius engineer Gian Paolo Dallara-one of the fathers of the Miura-to up the ante a bit. They came up with a red Countach with black fender flares shrouding custom-developed Pirelli tires measuring 335mm in width (over 100mm wider than the standard Countach's Michelins), a hotter V-12 engine and, most importantly, an adjustable rear wing. Wolf had two more custom Countaches built for him, with upgrades Lamborghini incorporated in its own LP400 S and every subsequent Countach. The red-and-black Wolf Countach now belongs to Eiichi Okado, who runs a Lamborghini repair shop in Japan. Okadao-san actually sat in this very car as a kid, kicking off his love for Lamborghini, and when it came up for sale, he knew he had to have it. Other than some Mid Night Club stickers, Okadao-san now presents the Countach as Wolf had it back in the mid-1970s, complete with emblems from the Wolf F1 team. It looks absolutely spectacular driving through Tokyo-somehow totally alien and perfectly at home at once. Functionally, the wing on a Countach didn't do much other than generate front-end lift at high speeds, but you can argue it made the car. For most people, it's hard to picture a Countach without one. We have this red car to thank.

The aston martin dbx crossover is slated to go into production in 2019 and new details are starting to emerge about the upcoming model. As part of its second century business plan, aston martin will introduce seven standalone cars over seven years. The arrival of aston martin's dbx sport utility vehicle in 2019 could help more than double sales of the british sports car maker by early next decade, its chief. Electric aston martin rapide delayed 2019 , Aston martin monday gave update progress electric car, rapide. 2015 originally slated launch . Aston martin confirms 2019 production for electric rapide Aston martin has teamed with williams and confirmed that it will start building its all-electric rapide four-door in 2019. read more at car and driver.. Aston martin ceo: production dbx will grow rear doors When the aston martin dbx concept first appeared at the 2015 geneva motor show, it was certainly different.

Mercedes-benz is working on an update for its c-class. Mercedes-benz is working on a new generation of compact cars, and once again there will be a handful of hot offerings from the mercedes-amg division. The volkswagen arteon is visually striking and takes the automaker in new directions of assistance and safety technology. 2019 arteon review here.. Positioned above the cls in benz's lineup, the four-door amg gt is among the first batch of amg-specific models. We catch the mercedes-benz gle outside the factory gates. Does the 2017 mercedes-benz metris make a good minivan replacement? 2017 metris review at motor trend.. Mercedes line-up is set to undergo dramatic changes until 2019. full launch calendar at a glance.. The new mercedes sl drop-top- due in 2019 - and revealed here in our exclusive images - will clean up its act considerably, and share more than ever before with. Mercedes clc is the 4-door c-class coupe we've all been waiting for. Get the latest reviews of the 2019 audi a8.

What鈥檚 the best pick for a sun-drenched, cross-country luxury-car road trip for two鈥攐n a route that doesn鈥檛 shy away from challenging mountain two-laners? The set of contenders has reshuffled over the years, but the Mercedes-Benz SL holds strong on the shortlist. For 2017, this roadster original has reached a crossroads in the Mercedes-Benz lineup鈥攐ne that helps refresh and redefine this model. After taking a Southern California road trip of our own (guided by Mercedes-Benz), this past week鈥?50-plus miles in several different SL models鈥攚e can say that the SL stretches its luxury roadster boundaries more than ever. The way we see it, the current generation of the SL feels far more like a grand-touring coupe than an all-out sports car鈥攁nd given that, there are two potential sweet spots in the lineup. But first, a little background is in order. Active Body Control (ABC) is a full active suspension system, controlled by hydraulics and capable of adjusting its parameters in milliseconds. It helps erase lift during hard acceleration, nosedive during hard braking, and body roll (tilting to the outside of the corner) during hard cornering.

2019 Porsche Panamera GTS: First Review

To differentiate the GTS version of the 2019 Porsche Panamera from its siblings, Porsche fits the Sport Design package as standard equipment. GTS models feature unique front and rear fascias with blackened components, black side skirts, gloss black window trim, and black badging - even the taillights have been tinted darker. Inside the cabin, standard Adaptive 18-way sport seats are upholstered in Alcantara and leather, with matching soft material on the armrests, doors, visors, pillars, and headliner (Note: Alcantara doesn鈥檛 breathe, so the cooled seats option requires perforated leather). GTS logos are emblazoned on the doorsills, head restraints and tachometer. Those seeking even more distinction may opt for the GTS Interior Package, with Carmine Red or Chalk-colored embroidering, matching seatbelts, and contrasting stitching. The passenger cabin boasts Porsche鈥檚 Advanced Cockpit, which is highlighted by a vivid 12.3-inch full-HD touch screen running the latest version of Porsche Communication Management (PCM). New on the options list for the Panamera is a high-resolution head-up display (HUD).

The full-color projection is fully customizable, effortless to use 鈥?literally a drag-and-drop process via PCM 鈥?and it puts all relevant information directly in the driver鈥檚 line-of-sight. The standard 3-chamber air suspension on the 2019 Porsche Panamera GTS works in conjunction with Porsche Active Suspension Management (PASM) to deliver a comfortable, well-controlled ride. As expected, the overall tone falls on the sporty side of the ride spectrum 鈥?keeping in mind the enthusiast tune - but luxury is the dominant theme. Porsche鈥檚 fame is with race-winning sports cars, but the Panamera is a proper 4-season luxury grand tourer (one reason why the company doesn鈥檛 offer a rear-wheel-drive variant). The company鈥檚 engineers have gone to great lengths to eliminate road and tire roar, wind noise, and many other annoyances - isolation is a key ingredient. At highway velocities the cabin is quiet and comfortable (strict speed laws in Bahrain which hosted the GTS introduction limited us to just over 80 mph).

Individual) steering wheel-mounted dial, which includes the Sport Response Button - standard with Sport Chrono. Press it while underway and the Panamera GTS immediately reconfigures the drivetrain for maximum acceleration for a full 20 seconds (we call it the 鈥減oint-and-shoot passing button鈥?. It is unlikely that few, if any, Panamera GTS owners will venture onto a racing circuit, yet Porsche engineers have the exception covered as we noted during laps on the spectacular Bahrain International Circuit. Mass is the enemy on a track, as a vehicle鈥檚 engine, suspension and brakes must continuously battle to accelerate, stabilize and decelerate weight through the corners and straights. Most svelte sports coupes tip the scales at just over 3,100 pounds, but the Panamera GTS, a 4-place sedan, is a luxurious 4,400 pounds. Despite this handicap, and warm Middle East temps in the mid-80s, the Porsche never wavered. In fact, it did surprisingly well. Four-wheel steering, part of the optional Rear Axle Steering with Power Steering Plus package, improves agility in the twisty sections and stability on the straights.

And, with the optional Porsche Dynamic Chassis Control Sport (PDCC Sport) package, an auxiliary 48-volt electrical system nearly eliminates body roll. Porsche Torque Vectoring Plus, included in PDCC Sport, ensures the driver鈥檚 steering inputs are followed thanks to an electronically controlled limited-slip rear differential and torque vectoring - yes, the Panamera GTS will hang its tail out in a corner. The Panamera鈥檚 weight is most obvious in the fast sweeping corners where increasing the vehicle鈥檚 speed exceeds the physical grip of the tires - the sedan is pushed outward. Thankfully, the programming of Porsche Stability Management (PSM) keeps the four contact patches on the track, despite a few judgmental errors in our trajectory. Porsche鈥檚 own 4D Chassis Control (a sophisticated centralized network that is tasked with controlling the vehicle鈥檚 digital systems) works overtime to ensure that the driver鈥檚 requests are seamlessly followed. We really like the new Panamera GTS models as they deliver eye-opening performance (both body styles are equally as competent), innovation, technology, and luxury without compromise. Of course, this level of competency doesn鈥檛 come inexpensively. But if their 6-figure base price dissuades, don鈥檛 look at the GTS models as upgraded and enhanced standard models. 15,000 off the cost of a Panamera Turbo - how鈥檚 that for a value proposition?

2019 Porsche Cayenne E-Hybrid MPG, Review, First Drive

Last year Porsche updated its Cayenne model to a whole another level, however, that model wasn鈥檛 quite ready for the hybrid version. Now, the 2019 Porsche Cayenne E-Hybrid is coming to the markets by the end of the year. It is a replacement for the Cayenne S E-Hybrid variant and the latest improvements are astonishing. The performance is superb, the range is also better, just like the overall efficiency. New styling cues are in the line and the interior will look better than ever. This mid-size SUV comes with plenty of styling changes. However, there is no difference between the 2019 Porsche Cayenne E-Hybrid and regular Cayenne models. The only exception is the charging port on the rear driver鈥檚 side. The front end is the same as it sports the same front fascia and hood fenders. Moreover, the body features the same lines and creases. Generally, the exterior looks sleek, clean and attractive. A large panoramic roof is available and the rear holds a modern set of taillights.

The side profile features perfect lines that run from front to the rear and the new model for sure looks more aggressive than its predecessor. Again, standard and E-Hybrid model are the same when it comes to the interior. The space inside the cabin is exactly the same. Both models are using a 12.3-inch display that is placed in the center stack and the same stands for the touch controller and trims around the dash. The only difference comes in the technology department. The Porsche Communication Management is a system that still can be used to control the process of charging. The same thing can be done via the Porsche Connect application. This app also tracks the charge status and the HVAC system is controllable. The rest of the interior will stay intact and there is no need for any major changes. The interior is comfortable and is packed with plenty of high-tech features. The 2019 Porsche Cayenne E-Hybrid will run on a mix of the 3.0-liter turbocharged V6 engine and a single electronic motor.

The motor is placed between the transmission and engine. The engine is capable of producing 335 HP and 332 lb-ft of torque while the motor adds additional 134 HP and 295 lb-ft of torque. That means the total output figures are rated at 455 HP and 516 lb-ft of torque. The Fuel economy figures are yet top secret, but from some speculation, it will be 47 mpg combined. This SUV reaches from 0 to 60 mph in 4.7 seconds which is a 0.9 seconds improvement and a total increase of 6 mph in the top speed department. The top speed is 157 mph. The 2019 Cayenne E-Hybrid will use a Tiptronic S 8-speed automatic transmission. This model also includes some new systems such as E-Power, Hybrid Auto, and E-Charge. The E-Power system should provide ultimate efficiency according to Porsche. 15,000 more than the standard Cayenne model. Porsche鈥檚 newest mid-size hybrid SUV will hit the dealerships later this year. It will rival 2019 BMW X5 Xdrive40e iPerformance and Mercedes-Benz GLE 550e 4MATIC Plug-in Hybrid.

Instrumentation consists of backdated silver-button gauges and includes a centrally-mounted 10k-rpm tachometer, a 180-mph speedometer, an analog clock, and a quartet of auxiliary gauges in combination housings. 152 miles are shown on the 6-digit odometer, and the seller reports that the current engine build has about 1,000 miles. True mileage is unknown. The car produced 221 horsepower and 199 lb-ft of torque on a dynomometer, and a video of it on the dyno is viewable above. A picture of the dyno chart is viewable in the gallery below. The exhaust cutout seen in the lower valence has been removed since the video was filmed. The seller reports that over 120 hours were spent refurbishing the floor pan in order to remove dents and other imperfections. The suspension arms and other hardware were also powdercoated or re-plated, and additional photos of the underside are provided in the gallery below. Records from the seller and prior owners are included, and a sample that includes the recent engine work and invoices documenting services to this engine and transmission when they were in a different vehicle are provided in the gallery below. The Porsche Production Specification certificate is viewable above and shows the original colors and equipment. A drive-by video is viewable above, and a launch video is viewable here. A walkaround and drive video is viewable below.

In case a specific demand costs characteristics, relaxing inner, as well as stylish appearance, it can be hard to fill with Macan. With its smooth outside and clean, unbroken lines, Porsche Macan looks both classy and sporty. The hood is broad and also level, and taillights look much longer. The taillights are three-dimensional and the liftgate-release switch is concealed on the back windscreen wiper. The roofline is reduced as well as Porsche Macan is really just like the bigger Porsche Cayenne. All packages use bi-xenon fronts lights as well as fog lights, and greater trims like GTS as well as Turbo include an unique front fascia. GTS models will certainly include a matte-black finish on the side blades, and also with even more optional colors. It is very easy to identify the Turbo design thanks to the settled exhaust electrical outlets and the front spoiler. There were some disappointments about the interior of Porsche Macan. Some typical interior installations and also lack of room inside the cabin are the primary issues. Furthermore, passengers in the back will certainly have two inches less legroom compared to in the smallest Macan鈥檚 rival. Besides that, freight space is likewise stingy.

2019 Porsche Macan S First Drive: Better Than Ever

Well, I hope so. And so does Porsche. The 911 is the brand鈥檚 icon and the bedrock of a prodigiously successful business, yet it remains a cult hero. Very few ruthlessly executed profit centers command such a misty-eyed sense of purity amongst enthusiasts and customers. 59,650 Macan S, which we drove on the Balearic Island of Mallorca, is by far the most popular variant of this biggest-selling model. For a start, the engine. The old 3.0-liter twin-turbocharged unit is gone, replaced by a V-6 of similar displacement but with a single, twin-scroll turbocharger. That turbo is now mounted within the valley between the cylinders in a 鈥榟ot vee鈥?configuration, in German-engineer-trying-to-sound-cool vernacular. The new engine is lighter and more efficient, and it鈥檚 also more powerful, of course. The S model produces 348 horsepower from 6400 rpm and 354 lb-ft from barely above idle鈥?360 rpm鈥攁ll the way through to 4800 rpm.

The seven-speed dual-clutch PDK automatic now shifts even faster in Sport mode. Porsche claims a top speed of 151 mph, as well as a zero-to-60-mph time of 5.1 seconds (4.9 if equipped with the Sport Chrono package). That latter figure puts it just a tenth behind the outgoing 360-hp GTS model. The Macan S might be a philosophical universe away from the 911, but Porsche labels it the 鈥渟ports car of the segment鈥?and has gone to great lengths to further sharpen the dynamics. The geekiness of the engineering is delightful. For example, there鈥檚 a new composite brake-pedal assembly that鈥檚 300 grams (0.7 pound) lighter than the old steel setup, and which acts on a shorter arm to the master cylinder to cut response time and improve feel. Porsche has you covered. Individual modes; and the air-suspension that also includes the PASM adjustable dampers. 15,000 in performance options. On lightly trafficked highways like those we traversed on Mallorca, the sports car within the Macan S is pretty well hidden.

Th crossover rides with a relaxed fluency, the PDK 鈥檅ox shifts almost invisibly, and the new engine produces plenty of easily tapped torque. It feels extremely well-built too, and the new 10.9-inch touchscreen and infotainment looks good and works intuitively. Up in the hills, the Macan S simply drives away from the competition. The steering is a little heavy but it鈥檚 wonderfully accurate and provides just about enough feedback to live up to the sports-car billing. The front tires never seem to give up no matter how much you ask of them, and the old Macan鈥檚 slightly contrived tendency to create an abrupt yaw moment has been buffed away. The balance remains slightly rear-biased but it feels more consistent and natural. The new engine provides plenty of performance and linear response but it鈥檚 not exactly inspiring. It sounds a bit strained as you rev it out, while the odd pop and crackle from the exhaust is mildly amusing but doesn鈥檛 inject any real character. On this evidence the Macan S is definitely the sports car of its segment, but it still isn鈥檛 a sports car in the traditional sense. We鈥檒l admit we鈥檙e being picky.

The Macan S drives extremely well, exhibits superb body control, and has consistently powerful and feelsome brakes (even the non-ceramics). We sampled another Macan without the air suspension, and while the ride is a shade less supple, it has a more natural, honest feel and seems to better control weight transfer, too. Suddenly the Macan feels lighter and more alive with barely a penalty in terms of refinement. Is the new Macan it fit to wear the new-for-2019 Miami Blue or Mamba Green paint, colors more closely associated with Porsche鈥檚 sports cars? Well, it will be a very long time before we picture an SUV when we imagine a Porsche tearing through canyons. Even so, it鈥檚 nice to know that when design details from the iconic 911 are supplanted onto a completely different sort of vehicle that Porsche cares about the dynamics. The new Macan S is better than the old Macan S, which means it鈥檚 better than all its rivals, at least if you prize driving fun. It seems that鈥檚 mission accomplished.

The basic dashboard remains but the highlight is the 10.9-inch centre touchscreen in with beautifully clear and crisp graphics that looks like a OLED TV kaleidoscope. This controls of the Porsche Communication Management (PCM - get used to Germany鈥檚 love of abbreviations) system contain all the usual suspects from entertainment to sat-nav, ventilation and voice control. The voice control gets all the attention because it allows easy operation of the infotainment system and bypasses things like the need to type in an address for the sat-nav. Now you simply state the address. The full HD screen is up from 7.2-inches in the outgoing Macan and now gets full connectivity and the ability to be personalised. It also offers functions including security and connection to emergency services. The Porsche Connect app and Porsche Car Connect app - which talk seamlessly with Apple CarPlay and Android Auto - are standard and designed for owners who want to communicate with the car via their smartphone. The standard audio is a 150-Watt, 10-speaker unit with digital radio.