Nice trick invented at Porsche. In the rear-view mirrors - the usual second Cayenne. But only he is in front, as in front of you 911 feed! Only too tall. And marketers would never have allowed designers to attach these distinctive optics to the third Cayenne's rear if the engineers had not assured them that the car was driving to the highest Nine Ileven standards. For this, in the new generation of the crossover, so many technical tricks were used that I am extremely sympathetic to the future owner of such a ten-year-old car.
But in the present, here and now, it's an impressive fusion of technology that makes owning the newest Cayenne a very interesting experience. For example, even trivial use of functions in the cabin can be considered entertainment. Samsung and Apple are racing away from physical keys - so why is Porsche worse? So now the Cayenne has the same hob on the center console as the Panamera. And, unfortunately, it gets smudged and scratched in the same way during the first trip.
White calipers are a sign of the new PSCB brakes with tungsten carbide-coated rotors and special pads. Claimed as more durable and tenacious, but there were no differences on the move from the usual ones
Surprising inside. Differently
The touch-sensitive multimedia control keys at the very top of the console look impressive, but they are less pleasant to use than mechanical ones - it is more difficult to get in and get confirmation of the action. Although it is noticeable that the designers tried to think through these moments. They were too clever with the machine selector: the P key is placed separately and is just as inconvenient to press as the lock trigger. But one cannot be denied to the interior of "Cayenne" - it all looks very innovative and high-tech. Fortunately, though, the central air vents are not controlled via the display, as in the Panamera.
Ergonomic oddities continue on the steering wheel: there is a drum on each spoke, but none of them adjust the volume; and how to flip through the tracks is generally incomprehensible. In the lower right section of the steering wheel there is an optional knob for selecting driving modes. But its ribbing is not made on the plane for which it is convenient to rotate - strange. And in this interior, there is absolutely nowhere, except for the cup holders, to put the phone. Maybe because Porsche can't offer wireless charging for some reason yet? To top it all off, the cabin crunches of trim panels surprise.
Turbo modification salon. The seats are very nice, but would be even better with a headrest adjustment. The rear has become more spacious, and the climate control panel is made in the style of the central
But if there are questions with the input of information, then its display is flawless. On the central display with a diagonal of 12.3 inches, everything is as colorful and clear as on any modern tablet. The huge screen area, combined with the rationality of its use, makes the PCM piston system interface one of the most advanced. It has online navigation, integration with Internet services of music and other content, communication with a smart home, a close connection with smartphones, as well as voice control improved to the next intuitive level.
Sports flying carpet
But the magic does not end on a strong impression of the internal situation, but only begins. The previous Cayenne also knew how to be comfortable on the move, but the new one sets the bar on a different level. Unfortunately, at the presentation there were no spring-suspended cars (pneuma is available in the base only on Turbo), so we can only talk about the chassis on three-chamber pneumatic bellows. And a Cayenne with such a suspension simply runs along the road with an iron, leaving all the folds, creases and other roughness somewhere under the bottom - practically nothing reaches the passengers! And only large potholes give out the mass of large wheels: the range of dimensions is 19-21 inches.
The only way to feel the shaking is to lift the suspension on tiptoe. For example, by turning on a special off-road mode - and then at 245 mm above the ground, the body will not oscillate as serenely as at the minimum 162. But you only need such clearance in combination with a burning desire to overcome several gullies (well, yes, on the "Cayenne" ), and then you might even use off-road modes for rocks, sand, gravel or dirt. But let's be realistic - these crossovers are driven in a completely different way, and it is there that the chassis of the new Porsche is revealed much brighter.
Oh, it's not without reason that the optics a la 911 fit so organically in the back! The creators have given the Cayenne the ability to turn fantastic, and it's hard to understand without trying it yourself. But I'll try to explain. The corner entry speed can be increased to values that simply do not fit into the head when driving a two-ton crossover! But the "muzzle" does not go out, but from time to time clings and pulls the car into a turn. Further, it is also interesting - you can press the gas before experience and feelings suggest, and the Cayenne will start to accelerate, and not plow, "kick" or dull. But there is a secret behind any trick, and Porsche engineers do not hide it.
For example, the Cayenne now has an optional swivel rear axle: its wheels turn in antiphase with the front wheels by a maximum of 3 degrees, facilitating slow cornering and maneuvering. And on high speed the rear wheels turn in the same direction as the front wheels, improving stability. For the first time in the history of the model, tires of various sizes are installed on it: 255 at the front and 275 at the rear for 19-inch wheels and 285/315 for 21 inches. Thanks to the super-meaty rear wheels, the grip of the rear axle is improved and the acceleration is more intense.
Finally, the Cayenne is able to tackle roll like never before, so body sway does not unbalance the car when cornering. On the previous model, there were also active stubs, but now they are not electro-hydraulic, but electromechanical: the two parts of the stabilizer rod rotate relative to each other in different directions with a special electric motor. It reacts faster, is more powerful and uses less energy than hydraulics. Therefore, even when driving with a squeak of tires (and these are serious sports Pirelli or Michelin), the Cayenne turns very "flat" and gives the driver very clear reactions.
Turbo, biturbo and turbo
But even the serious Michelin and Pirelli of wild dimensions cannot fully cope with the power of the 550-horsepower monster with the Turbo badge on the tailgate. The top version not only became more powerful and faster than before (which is logical), but also overtook the previous Turbo S in terms of dynamics! Now the numbers are: 3.9 s and 286 km / h. It is unlikely that you will notice the difference when overclocking, but the fact that all the above-described magic technologies are powerless in front of such brute power instantly comes out.
In sloppy driving close to the limit, Turbo is unceremonious with the driver. There are so many "Newtons" that they can easily drag the two-ton crossover across the entire width of the lane at the exit from the corner with a weakened stabilization system, and with full vigilance you will not be able to accelerate to the floor until you put the steering wheel straight. In this regard, the 440-horsepower Cayenne S is more pliable and flexible. It does not so sharply bring down the thrust of the 2.9 biturbo-six on the wheels, and the nose of the car, and the car itself, is lighter. Therefore, I liked high-speed driving on serpentines on the Cayenne S. The most solid character!
Yes, and the dynamics of this version does not hold: 4.9 to hundreds is also a hurricane within the class. The base Cayenne with a three-liter V6 with one turbocharger is another 100 forces weaker, but not to say that its 5.9 seconds was unconvincing. If Turbo is irrationally fast, and S is with a good margin, then the simplest motor still covers almost any need, sounds normal and does not require a lot of fuel. But there are no diesels yet (remember Dieselgate?), Just as the hybrid and the charged modification of the GTS are not ready. Turbo S of the new generation is also not ready yet, but taking into account the power of the previous one (570 hp), we expect a return under 600 forces.
That's why he's like that
It turned out to be an interesting car: with a controversial design (you were also expecting something more interesting in the front?) And ambiguous interior comfort, but outstanding driving performance in all disciplines, except, probably, harsh off-road... And the latter simply could not be tested personally. And it's not about the Cayenne at all. But it is absolutely certain that the familiar "face" will also be respectfully skipped, only after seeing it in the rear-view mirror, and also that very glossy photos on Instagram will be obtained in this glossy salon.
Geeks and sophisticated drivers will not be disappointed in "Cayenne". The first are addressed to the most complex mechanisms and technologies that can be used to fill a car for a lot of money. And the second is the result of their work, that is, the opportunity to step a little beyond the possible line on the asphalt with impunity. And it is for this that he deserved this strip all over the stern.
We literally disassembled the cogs. Then we talked about what new technologies and equipment he received. Why it began to look more like a Porsche 911 and than.
Now it's time to find out how the third generation Porsche Cayenne drives with a new engine, suspension and wheels. How emotional and economical he is, obedient and dynamic.
A cacophony of sounds that bubble up in exhaust system, speaks of a serious motor. But in fact, the modification Porsche cayenne S is equipped with an engine of the most modest volume of those offered for the model: 2.9 liters.
Despite this, this V6 Bi-Turbo develops an impressive 440 hp. and 550 Nm, which is 100 hp. and 100 Nm more than the regular Cayenne's 3.0-liter turbo engine. So bright emotions from the drive are provided to us.
Matrix LED headlights they automatically switch between low / high beam, intelligently hide other vehicles in the shadows, and when paired with a night vision system, they illuminate people in the dark with short light beams.
How gently or aggressively the new Porsche Cayenne demonstrates its strength and grip on the road depends on the driving mode. It can be selected using the central monitor, as well as (as in) - using a separate switch on the steering wheel.
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Compared to competitors, this model has always been distinguished by a huge number of switches - especially in the second generation. Now the lion's share of "physical" buttons has been replaced by touch buttons, full control is assigned to the central 12.3-inch screen, which ...
… Also allows you to change the driving mode. Though …
… This can be done with the original steering wheel switch.
It is more convenient for them to use on the move. There is no need to be distracted from the road in order to change the settings with a simple turn of the knob: Normal, Sport, Sport Plus or Individual. And by pressing the button in the center, we turn on the most "evil" Sport Response mode available in package Sport Chrono.
Shades of behavior in the new Porsche Cayenne
The power unit immediately and quite tangibly reacts to changes in settings. He demonstrates a complacent mood and responds to the addition of gas in normal engine mode with a calm response.
The touch screen also replaced the four-wheel drive control unit. All you need to do is select the type of surface and the Porsche Cayenne will decide for itself what height to adjust. ground clearance which clutch and how much to block.
The engine becomes sharper in Sport mode and especially sharper in Sport Plus. In it, a crossover without hesitation and very accurately follows the gas pedal and the slightest turn of the steering wheel. And the handling of the new Cayenne is at its best.
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You practically do not feel the rolls even with sharp steering, but you can see it if you display the corresponding indicator on the instrument panel. After all, the instruments to the left and right of the tachometer are actually 7-inch screens.
The right screen can be loaded with a map. Therefore, at Porsche Cayenne third generations it is much larger and more informative than before.
Even the fact that, in comparison with cars of the previous generation, the engine is installed lower and slightly displaced forward, did not particularly affect the weight distribution and is unlikely to be perceptible to the driver.
The largest crossover of the brand is so willing and accurate to draw a trajectory in turns and around pits that at first it is a pleasant surprise. Then you get used to it and take such correct reactions of the machine for granted.
Can't you see anything on the screen too? And this works the nozzle that washes the peephole of the rear view camera.
This behavior of the Porsche Cayenne was made possible by the new front multi-link suspension, the system of active all-wheel drive and wider rear wheels (this new standard for all Cayenne) with steering function.
The desktop on the huge center monitor can be customized to your liking.
At minimum parking speed, they turn in different directions. This reduces the turning radius and makes it easy to maneuver.
Whereas at high speed rear wheels swivel up to 2.7 ° in one direction with the front. And a little sideways (but much faster) passes high-speed bends.
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You can call up a lot of indicators on the dashboard, from the distribution of torque along the axes and the level of rolls, to the lap time and overloads.
New Porsche Cayenne suspension
Thanks to the reliable behavior of the car on the road, and the improved stabilization system is not the lot. The electromechanical roll damping system is also very effective. They are almost imperceptible.
The front seats are comfortable and tenacious. The adjustable lateral support “unfolds” after switching off the motor and “squeezes” when the motor is started up to the state stored in the memory.
At the same time, the high seating position and high ground clearance remind me that I am not driving in a low coupe. Driving a cayenne is much better visibility forward, you do not shy away from every block of snow on the road, but you miss it under the bottom.
It is comfortable to sit on the second row due to the adjustable backrest tilt. And by placing them vertically and sliding the sofa forward, we add space in the luggage compartment.
In broken areas, in holes and snow, you feel quite confident. Thus, in our reality, driving such a car is much easier. Moreover, the cabin can easily accommodate big company, and all the luggage is placed in the trunk.
The trunk volume was increased by 100 liters. For ease of loading, the rear of the machine can be lowered slightly using a button in the compartment.
Porsche Active Suspension Management (PASM) suspension with electronic control now works with 3-chamber pneumatic struts and is therefore more efficient.
Even with the toughest settings on wheels with standard 19-inch rims and winter tires 255/55 ZR 19 at the front and 275/50 ZR 19 at the rear of the Porsche Cayenne does not shake the soul out on bumpy roads. It even seems to "smooth out" the paving stones and reduce vertical vibrations.
It is possible, without changing the settings of the car, only the suspension can be transferred from the normal settings to the Sport or Sport Plus mode. The button looks like a touchscreen, but in fact, you need to physically press on this sector.
“Regardless of modification, all Porsche Cayenne are equipped with front and rear wheels different widths. "
Fuel consumption of the new Porsche Cayenne
Economy during test drive
Fuel consumption and emotions in Cayenne directly depend on the driving mode. The Porsche Cayenne S takes 4.9 and 18.6 s to accelerate to 100 and 200 km / h in Sport Plus mode, respectively. However, you should not complain about the fuel consumption of about 23 liters per hundred.
The fuel consumption of the new Porsche Cayenne is directly related to how you handle the gas pedal. The numbers can be frightening, or they can look quite optimistic. But I didn't even try to get into the promised 8-8.4 liters per 100 km. Boring.
Indeed, during normal driving in the city, I manage to fit in less than 16 liters, and on a day off - 13.5 liters per hundred. Not a very long trip on country roads - and this figure on the trip computer screen dropped to 11.1 liters per hundred.
Best the enemy of the good. This common truth has long been learned by automakers, who are very careful in modernizing their most successful and status models. After all, careless restyling, especially when it comes to such image models as the Cayenne, can dissolve an elusive touch of attractiveness and continuity of generations, depriving the car of the halo for which it is often bought.
It is not surprising that serious manufacturers, where the entire production process has been worked out to the smallest detail, are well aware of this. Therefore, nothing that at first glance, especially from the front or from the side, you will not immediately find differences from the representative of the second generation - in the end, for this, it was changed in order to try to put a completely new filling into the familiar and already proven form.
After the first visual introduction in August at Porsche headquarters, everyone was eagerly awaiting the opportunity to not only admire the Cayenne, but also try it out.
The place of the test drive turned out to be unexpected - the eastern part of Crete: semi-desert landscapes, serpentines, tiny villages of a postcard view, almost complete absence tourists and, as a result, traffic, and the total slowness of local residents in every movement.
At first glance, this is not the best place, because every now and then you had to enter zones with a maximum speed of 40-50 km / h, which is a real torture for the driver of the Cayenne, but on the other hand, driving on the sun-drenched scenic paths is much more pleasant than kneading slush continental Europe.
So, keeping the familiar image, the crossover has actually changed significantly. Visually - less than the rest, but here there is a more athletic form. Due to both overhangs, the length increased to 4918 mm (+63), the car also became wider - 1983 mm (+44), while the height decreased by almost a centimeter.
The main idea of the designers is to associate the Cayenne with the 911, blurring the line between a sports car and full-size crossover... A sportier shape helped the car become more practical - the boot volume added 100 liters at once and now amounts to an impressive 770 liters.
Looking ahead, I note that prices for the third generation in Russia will be announced very soon, on January 15. Receiving orders will begin tomorrow, but the first cars will "reach" customers only in May.
Let's make a reservation right away that the third generation of the crossover has no hybrid and diesel versions against the background of "dieselgate" yet, but they should appear later. In Russia, at first, two of three trim levels will be available: Cayenne and Cayenne S. In the first version, under the hood, the crossover has a new 340-horsepower turbocharged "six", which is 40 "horses" more than the unit of the second generation with a volume of 3.6 liters. The maximum speed here is 245 km / h, and to "hundreds" the car accelerates one and a half seconds faster - in just 6.2 seconds without an additional sports package, which will allow you to drop a few more tenths.
In the Cayenne S, the 2.9-liter bi-turbo engine delivers 440 hp, an increase of 20 hp. more powerful than the current 3.6-liter S version. Here, the "maximum speed" is already 259 km / h, and with an additional sports package, the crossover can reach 100 km / h in less than 5 seconds. Both engines are paired with an 8-speed Tiptronic S automatic.
The third and most powerful version, the Cayenne Turbo, has not yet reached Russia, but it was with it that we started our acquaintance with the model in Crete. The unimaginable power of the 550-strong four-liter "eight".
From the very first meters behind the wheel you feel like the king of the local road kingdom, in which old and slow pickups play a dominant role. In terms of their ratio to the rest of the transport, Crete may well compete with Thailand, the undisputed world leader in the number of such vehicles.
The main problem emerged immediately - how to keep this rabid herd under the hood, which you feel very keenly? The explosive nature, lightning-fast acceleration of a real sports car (3.9 s to "hundreds"!) - This is a real beast, but not wild, but quite tamed - thanks to numerous electronic assistants, the Cayenne is controlled recklessly, but very easily.
Immediately there is confidence that even if you make a slight mistake at the turn, the car will definitely correct the mistake. The feeling of complete control over the car does not leave even on the ground - it seems that it is simply impossible to confuse smart electronics. But the main thing with Turbo is never to relax and constantly "hold the leash". However, due to the above-described features of the location, it was possible to check only a small fraction of its ability - to run into a sudden and impressive fine I didn't want to, and there were simply no places to legally accelerate to at least 130-150 km / h on the route.
In the Cayenne S, the character was much calmer and smoother. Here it was no longer necessary to constantly keep your foot on the brake and you could move in a more familiar manner of driving.
At the same time, there is no trace of the feeling that you are driving a five-meter SUV - with all the advantages of the body and all-wheel drive, the Cayenne has absolutely "light" habits. The new air suspension perfectly fulfills any irregularities in the road - it is simply impossible to beat off something for yourself here physically.
If we ignore the status for which this model is often bought, then for life on the same Crete, the option with S is definitely preferable to Turbo. The latter, like air, needs either German autobahns or young Russian majors, who do not care about restrictions and thousands of fines, but the "esca" looks much more balanced.
Both versions have excellent sound insulation, but everything is done so that you can enjoy the thoroughbred roar of the engine.
As for the interior, it turned out to be like two drops of water similar to the interior of the new Panamera.
The centerpiece of the front console is a magnificent 12.3-inch touchscreen, with which you can control a huge arsenal of different settings, including driving - change the position of the rear spoiler, adjust the gearbox, engine or shock absorbers. But you need to get used to all this wealth - it is quite difficult to immediately figure out the abundance of adjustments.
As multimedia system Porsche Communication Management is used with the BOSE Surround Sound audio system and the modified functionality of voice commands - there were no problems communicating in Russian. Moreover, the communication itself is very specific. The driver or passenger just needs to say "I'm cold" and the car itself will add two degrees to the stove. The same applies when the interior temperature is too high.
In the central tunnel, all buttons are touch-sensitive. It is difficult to get used to this feature of modern automotive fashion - they frankly lose to the usual keys, since in order to find the right one, you will have to be distracted from the road.
Concerning dashboard, then the main analog tachometer here, but all other data is already displayed on the side 7-inch displays.
In addition to the standard adjustments, the Sport Response button is conveniently located on the habitually, which activates the Sport and Sport Plus modes and which briefly increases the engine power for the jerk.
We failed to test the Cayenne off-road. However, there is no reason to doubt the model's rich off-road arsenal. The Cayenne is capable of towing a trailer weighing up to 3.5 tons, conquering deep fords and easily conquering 45-degree inclines.
But we all understand that in practice respectable Porsche owners will not bother the car with anything like that - this is too expensive a toy for off-road fun.
In the past year, Porsche sales worldwide have grown markedly. Traditionally, the cars of the brand are in high demand in Russia, despite all crises. I have no doubt that with the new Cayenne the Germans can reach new heights. Careful renovation of the exterior, combined with deep technical modernization, doom the crossover to a new wave of success.
And the fact that the most powerful version of the Turbo has not yet reached Russia is also generally understandable: it would have a priori fewer buyers than the two starter configurations.
If you think that when creating a new car the manufacturer is based on the opinion of idle journalists, then you are deeply mistaken. Impressions, suggestions and criticism of the masters of the pen, of course, are taken into account, but nothing more. Journalists and experts do not drive most of the tested vehicles. To drive them is for ordinary people who change their car not weekly, but only once every 5-6 years. The manufacturer just repels from their opinion.
Apparently, all current owners of the Porsche Cayenne crossover are completely satisfied with the design of the car. Otherwise, explain the fact that new Cayenne from a hundred meters it is simply impossible to distinguish it from the old one. Is that from behind, the differences are noticeable to the naked eye. Thanks to the jumper between the rear lights, which is gradually becoming a common element of all models German company... Although the idea, let's face it, is not new: take a look at new Audi A8 and A7. What is really there - fused taillights have long appeared on Kia sportage and not too long ago on the X-Line all-terrain hatchback.
Thoughts about Koreans disappear as soon as you get into the salon. High and wide central tunnel that dominated the Cayenne previous generation, stayed in place. But the rest of the interior architecture has changed almost completely. The main character on the front panel is the huge display of the media system. It is so large that there was no place for the ventilation system deflectors on either side of it. They had to move downstairs. Lacquered panels with touch buttons are no longer a novelty for us: we have seen and used in the Panamera. Since then, nothing has changed. Sensors still respond to touch with sound and physical feedback, and the gloss is still instantly splattered with fingers.
Given the dynamic capabilities of the new Cayenne, it seems that with the newfangled touch controls, the Germans even overdid it a little. At autobahn speeds, you have time to blindly drive 100 meters and only after that you finally get into a virtual button. On shaky dirt tracks - and even worse. No, whatever one may say, but Porsche engineers have not yet found the perfect compromise between physical buttons and touch keys. But where there is no place for any compromises and cannot be, it is in the quality of materials used for interior trim. There is absolutely nothing to find fault with.
Do not find fault with ergonomics in the traditional sense. Comfortable driving, cleaning area windshield huge, non-fixed selector "machine" works as it should. Even the sports seats of the Turbo version, despite their sporty look, turned out to be very comfortable and unobtrusive on a long journey. The traditional instrument cluster is also good. You grab the most necessary information about the speed and engine speed at a time. A little surprised only by the fact that there were not very many places for storing small items in the new Cayenne. Apparently, the owners of the German crossover prefer to carry everything with them and not make a kind of pantry out of the car.
Specifications Porsche Cayenne
We turn the "coin" located to the left of the steering wheel, and a 340-horsepower supercharged engine comes to life under the hood Gas engine volume of 3 liters. For the current Cayenne, this is the minimum. Increase in comparison with the weakest gasoline engine that was installed on the previous generation crossover is impressive - plus 40 Horse power and minus 2 seconds in acceleration to hundreds. Now the second hundred kilometers per hour on the speedometer appears within 6.2 seconds after the start.
The Cayenne S version with its 440-horsepower engine is even faster. But even its 5.2 seconds to a hundred pales in comparison with the acceleration of the Cayenne Turbo. But once upon a time other supercars could not dream of four seconds.
The most powerful 550-horsepower crossover was given to us only on the second day. We managed to ride it quite a bit. But if you leave aside your own interests, then there is not much point in a trip in such a Cayenne. V last years we have the greatest demand accounted for diesel versions, and with the change of generations, the vector of consumer interest will hardly change direction.
The diesel crossover will have to wait about a year, but for now all the attention is on cars with a gasoline "heart". The base Porsche Cayenne drives so well that you probably don't want more. From lock to lock, the steering wheel makes only 2.3 turns, so you can't let go of it at all in the running ligaments of turns. And this is very handy - the limit for adhesion properties is very high. Rather, the driver will not stand it than the car will move even a centimeter from the given direction.
It is a pity, but not without drawbacks. Despite optional for the base Cayenne air suspension, on the asphalt waves, the crossover swayed more than desired. Next time, you will definitely need to drive the version with a conventional suspension. I do not exclude that it will pass road flaws better. Not too impressed by the sound of the engine. Such a rapid acceleration must necessarily be accompanied by a much more juicy song. The Cayenne S no longer has problems with soundtrack. The voice of the motor is still invigorating.
The suspension will not let you relax either. In contrast to the usual Cayenne on the "Esc", three-chamber air bellows are already in the base. But the settings, according to the Porsche engineers, are different. And you can feel it. The Porsche Cayenne S rides harder. On asphalt roads replete with seams and patches, the matter does not come to discomfort, but you don't want to go to the dirt road. Steering the Cayenne S appears to be tuned in the same way as the base version of the crossover. In civilian modes, the steering wheel is tight, and on winding country paths it is impeccably informative.
Although no ... It turns out that the information content can be even more. We realized this as soon as we got behind the wheel of the most powerful version of the Turbo. The Plus electric booster made the steering wheel lighter and more transparent. The Porsche Cayenne Turbo is a bit different. It was as if it was specially created to stand apart. A huge crossover, but with 550 "horses" raging under the hood, it is perceived as a real supercar. Steering deflection by a millimeter - the car immediately changes direction. Pressing the gas pedal by a millimeter - plus 20 km / h on the speedometer. I can't even believe that behind the shoulders of the driver and front passenger there is a spacious second row of seats, where three passengers can comfortably accommodate.
Yes, the new Cayenne has become more spacious than its predecessor. Potential buyers, apparently, asked about this as well. The trunk has also increased in size. People from Porsche spoke with pride about the volume of 770 liters, forgetting, however, to clarify that a very impressive underground was taken into account. On those Cayenne that will be sold in our market, there will be a spare wheel. The volume of the trunk will naturally become smaller.
We will not talk for a long time about the off-road capabilities of the Cayenne. They are, and, given the habitat of the German crossover, they can even be called redundant. Even without the "lowered", which was abandoned during the change of generations, the Cayenne is not extinguished on rough terrain. The main thing is to forcibly raise the car to the maximum possible 24.5 centimeters and not interfere with electronic assistants doing their job. With the standard "diagonal", for example, she copes with ease. The new Porsche Cayenne can also play a dozen laps on the race track. On perfectly flat asphalt, where there is an opportunity to reveal all his remarkable potential, he is in his element.
But something tells me that real owners of Cayenne will not go to the race track. German crossover will dwell in a stone jungle, where its dynamic capabilities are unlikely to manifest. The question of comfort also remains open. Heating, seat ventilation, four-zone climate control are all very good, but whatever one may say, the suspension of the Cayenne is stiff. For us - journalists and other experts - this is a thrill. But will those who pay for not at all rejoice at such settings cheap car your money? Or potential buyers Have you asked yourself to make the new Porsche Cayenne tougher?
Price for the new Porsche Cayenne:
| Equipment | Price, rub. | Engine l / h.p. | Box | Drive unit |
| Diesel 3.0d AT(diesel) | 3 798 000 | 3.0/245 | 8 tbsp. AKP | full |
| S 3.6 AT(petrol) | 4 850 000 | 3.6/420 | 8 tbsp. AKP | full |
| S E-Hybrid 3.0 AT(hebride) | 4 964 000 | 3.0/333 | 8 tbsp. AKP | full |
| S Diesel 4.1d AT(diesel) | 4 964 000 | 4.1/385 | 8 tbsp. AKP | full |
| GTS 3.6 AT(petrol) | 5 588 000 | 3.6/440 | 8 tbsp. AKP | full |
| Turbo 4.8 AT(petrol) | 7 778 000 | 4.8/520 | 8 tbsp. AKP | full |
| Turbo S 4.8 AT(petrol) | 9 784 000 | 4.8/570 | 8 tbsp. AKP | full |
| 3.6 AT(petrol) | 2 019 000 | 3.6/300 | 8 tbsp. AKP | full |
New Porsche Cayenne video test drive:
Hard work for Porsche designers - in everything to follow once and, apparently, forever, the adopted corporate identity. With such a dogmatic approach, p-ditching is inevitable. For example, the Porsche 959, for all its coolness, can hardly be called beautiful car... And, of course, a textbook example is the Porsche Cayenne. If the purists of the brand hated the very fact of its appearance in 2002, “eroding” the sporting reputation of the brand, then the rest simply did not like how the designers “pulled” the image of the Porsche 911 onto the body of a large and tall SUV. But the first Cayenne quickly gagged - when it turned out that he was faster and more obedient on the highway. sports station wagons and for delivery it does an excellent job with any off-road. But the second reason to grumble disappeared, it seems, only now. The awkward face “a la Porsche 996” was quickly corrected for the car, but only in the third generation did the designers finally succeed in the feed. And in general, with each generation, the Cayenne visually becomes more and more light, although the dimensions change slightly. This time the car grew only 6 cm in length, 2 cm in width and became one centimeter lower. A wheelbase has not changed at all.
But in fact, the “third” Cayenne is a completely different car. More precisely, two at once: Audi Q7 and Bentley Bentayga. All three are built on the same MLB platform. And this is an almost aluminum body (steel only in the most tense places, such as the roof pillars, the central tunnel and the engine shield), new suspensions with three-chamber air bellows, a steering rear axle and electromechanical active stabilizers. In general, there is enough hardware that is the same for all machines.
However, there will be no agony of choice among this trinity. This is understandable from the first k-ilometer of the Portuguese serpentine. If the Q7 is above all comfort, and the Bentayga is the top comfort, then the Cayenne is the top sport! A sharp steering wheel, instant car reactions, almost complete absence of roll, neutral understeer and an unreasonable grip when cornering - this is the Cayenne S, the average in today's line of large Porsche crossovers... It seems that you are not even driving a sports universal, but a real coupe - your hands, the vestibular apparatus, the brain refuse to believe that this is a two-ton and almost five-meter car. Only eyes say: "Look how far below the asphalt!"
The chassis is even more striking than the capabilities of the 440-horsepower turbo “six”, which accelerates the Cayenne S to 100 km / h in 4.9 seconds. Also because there is a Cayenne Turbo. And this is 3.9 seconds! This is where the launch control can darken your eyes. But most importantly, its chassis is even better tuned. Turbo, even though with a large V8 hanging in front of the front axle, turns even faster, steers even more accurately. 550 horses are more noticeable and recklessly steer traction, despite the wider tires. And these optional ceramic brakes ... Standard cast-iron discs do well too, but after the "ceramics" it seems that they have long and hopelessly overheated - the brake pedal is so much heavier and rougher with them.
On the other side of the scale, comfort - Porsche does not even try to be like Bentley, no matter what chassis mode you turn on (by the way, there is no Comfort position, instead of it - Normal). Passengers feel every bump, hole, crack in the asphalt. When the coating deteriorates, there is a problem with hitting the touch buttons on the display and the central tunnel. Even when cruising, tires and wind are audible, and three-layer glass does not help either. And the steering wheel is really heavy, not only in the parking lot, but everywhere and always. Especially on "esque". If it's not difficult to find a used Cayenne with a lady driving in Moscow, then the new one will probably have fewer of them. Also because there is now a Macan.
But there will certainly be an abundance of male buyers. Diesel Cayenne (the most popular in Russia) will be available only at the end of the year, “just” Cayenne is not particularly favored with us (and okay), but they say that the first quotas for the Cayenne S (from 6,521,000) and the Cayenne Turbo (from 9 800,000) have already been selected. Although "live" cars will appear only in May.
