Cars Review

Specifications prices Modifications and Image 2011 Porsche Cayenne
Seen by high-end luxury shoppers as either a practical way into ownership of a prestigious sports-car brand or by longtime Porschephiles as a bit sacrilegious and a necessary evil for keeping the brand aloft financially, the Porsche Cayenne has turned into Porsches best-selling model and is definitely here to stay. But for 2011, Porsche has redesigned the Cayenne to improve its performance on the road and track while maintaining its level of off-road capability.

The 2011 Porsche Cayenne has become a little more svelte in appearance and officially gets all-new sheetmetal, but unless you take a look at a 2010 and 2011 model side by side, the changes are rather subtle. More curvaceous door panels and curvier-looking rear flanks hint more strongly of the sports cars in the Porsche family. The new version also has a new air dam design, different detailing in front and in back, and a few more curves, with a lower stance being the most noticeable effect. Inside, the Cayenne picks up the instrument panel and center-console look of the plush Panamera fastback sedan, with a sweeping, more coupe-like feel and matte-metallic brightwork.

With an extensive lineup of engines and trim levels, the Cayenne can be equipped to suit affluent suburbanites, up-and-coming families who want the Porsche badge on a bit of a budget, or enthusiasts who want track time on the weekend. Prices range from under $50,000 for the base Cayenne V-6 up to the $150,000 mark or higher for the Cayenne Turbo S.
INTERIOR
After the rather subdued, almost boring cabin of the original Cayenne, the all-new 2011 model features an aggressive, cockpit-style layout reminiscent of the Porsche Panamera. The center console, adorned in upwards of 50 buttons, rises sharply to meet the dash and large touchscreen display, creating an enveloping drivers environment. With so many buttons, it can be difficult to find what youre looking for quickly, though once you know where everything is, you might argue that this Porsche system is more efficient than the many knob-and-screen systems found in its competitors. Or you could argue that its hopelessly busy.

Like other Porsches, the Cayenne features the finest interior materials put together with excellent craftsmanship. Handsome wood, alloy trim and leather upholstery further add to the luxurious ambience. The front seats are available in three different designs, ranging from simple eight-way power adjustment to the 18-way sport seats, which feature adjustable bolsters, lumbar and seat cushion length. The sculpted rear seats not only recline but slide fore and aft as well, which is a feature not typically found in five-passenger luxury SUVs.

At the same time, the Cayenne has a maximum luggage capacity of 62.9 cubic feet (a figure reduced to 59.7 and 60.2, respectively for the Hybrid and Turbo models). This is on the small side for the Cayennes class.
EXTERIOR
Outside and in, the 2011 is so much better than the popular outgoing model that Porsche could have stopped with a new exterior and a duly revised interior. But they didnt.

Under the new design, the new Cayenne is much more Porsche-like than the old. First, its nearly 400 pounds lighter. This is significant and impacts the SUVs dynamic performance and fuel economy in a big way.

There are two distinct suspensions: One uses conventional steel springs while the other is an air suspension marketed as the Porsche Active Suspension Management. A $3,000 option, we much preferred the air-assisted ride as it provides an exceptionally smooth and stable ride plus suspension settings that ranged from luxury car downy to sporty stiff.

We marveled at the Auto-Stop function, not because weve never seen it before, but that this fuel-saving technology seemed out of character for a sports car company. This feature turns off the engine when the Cayenne is stopped in traffic and immediately re-starts as the driver lifts off the brake. Additionally, the audio and ventilation systems remain fully functional, as do all safety systems. This feature was necessary to meet new European Union C02 standards, so the Auto-Stop function is active unless the driver disables it. U.S.-bound Cayennes, however, dont have to meet the EU emissions standard, so the driver must activate the Auto Stop function when they feel like being frugal.

Porsches drive train project manager, Christian Heiselbetz, told us, "When we started the new Cayenne program several years ago, Americans werent so concerned about fuel economy. We didnt think theyd value the feature, so we made it necessary for the driver to engage it. We think that we will reverse this in the future."

The substantial diet and Auto-Stop function werent the only things Porsche did to improve efficiency. Every Cayenne uses a new eight-speed automatic transmission. Having more gears saves fuel while delivering improved acceleration.

All other Porsche models are available with the companys twin-clutch automated manual, the Porsche Doppelkupplung, PDK for short. The gearbox is known for its exceptionally quick shifting, and we asked why it wasnt fitted to the Cayenne. Heiselbetz explained, "The Cayenne is heaver than our other vehicles, plus it must have the ability to tow and drive off road. A torque converter (a component in the eight-speed conventional automatic transmission) is part of what makes those capabilities possible." The Cayenne is rated to tow 7,716 pounds, plus it has substantial off-road capabilities that are used by some drivers, especially those in the Middle East who dune surf.
ENGINE
The performance of the 500-horsepower Cayenne Turbo didnt surprise anybody, but the on-track hustle of the most complex Cayenne ever did. When we got behind the wheel of the $67,700 Hybrid S, we felt as if we were sitting in the middle of the worlds most harrowing compromise: A Porsche... thats also an SUV... and a hybrid. There must be a black hole for that sort of quandary.

The Hybrid S uses a combination of a supercharged 3.0-liter V-6 and electric motor to crank out a combined 380-hp at 5,500-6,500 rpm and 428 lb-ft at just 1,000 rpm. The gasoline engine is supplied by Audi (a sister company of Porsche) and makes 333 horsepower on its own. The electric motor produces 47 horsepower, but more importantly, it alone produces peak torque of 300 lb-ft off idle, with half as much still available at 2,250 rpm. For the technically inclined, engineers dont add the individual power numbers of the gas engine and electric motor together because their power peaks occur at different speeds, making a blended figure for the complete hybrid powertrain a more accurate measure.

This power enables the hybrid to accelerate from 0-60 mph in just 6.1 seconds. This is only 0.6-seconds slower than the V8-powered Cayenne S. Conversely, the Hybrid S is 1.3-seconds faster to 60 mph than the base V6 Cayenne, but delivers significantly better fuel economy. Official estimates arent available, but expect the Hybrid S to achieve in the low 20s city, with more than 23 mpg highway. When it comes time to brag about more than mpg, the Hybrid S has a top speed of 150 mph.

On the road, the Hybrid S drives like a sporty V8 SUV with one exception. Porsche engineered a "sailing" function into the hybrid powertrain. Unlike most hybrids that use heavy regenerative braking to re-capture the kinetic energy for battery charging, when a driver lifts off the Cayennes throttle, the SUV figuratively "sails" because there is almost no powertrain drag.

To understand the concept, imagine driving 90 mph in a conventional SUV and putting an automatic transmission in Neutral. Its the same feeling, except in the Hybrid S, the SUV feels as if it might coast forever. By allowing the engine to shut down at speeds up to 97 mph, the hybrid system can save fuel even at highway speeds.

In around town driving, the Hybrid S can motor up to 40 mph on battery power alone in ideal conditions. Expect 15-25 mph under most normal operating conditions and less if its exceptionally warm or cold out.

As for how it all works together, we expect most Hybrid S drivers will think its cool. After all, theyre not buying this Cayenne because they love pure Porsche performance.
SAFETY
The Cayenne comes standard with antilock brakes with enhanced brake assist and readiness, stability and traction control, driver knee airbags, front side airbags and side curtain airbags. Rear side airbags, parking sensors, a rearview camera and a blind-spot warning system are available.

Driving Impressions

The 2011 Porsche Cayenne drives with a laid-back demeanor, especially with the standard V6. Youd never describe it as sporting, but its impressive by SUV standards.

The steering deserves praise for its linearity, making it easy to place this 4,500-pound vehicle on the road. Body roll is well contained and the Cayenne can be hustled along with something approaching gusto, helped by an all-wheel-drive system that delivers 60 percent of its thrust to the rear wheels under normal conditions. The optional active suspension system provides a supple ride even with the dampers in their most aggressive setting. As a result, the Cayenne is an excellent candidate for long-distance driving.

Opting for the Cayenne S or Cayenne Turbo obviously gets the blood pumping since theyre so darned quick, but dont expect some lithe plaything that can also carry the kids. The Cayenne S Hybrid, with its added weight and electric power steering, is notably less enjoyable to drive, but does provide a nice blend of performance and fuel economy.
reference:www.edmunds.com,www.thecarconnection.com,autos.aol.com

Specifications prices Modifications and Image 2011 Porsche Boxster
The 2011 Porsche Boxster ranks 4 out of 8 Luxury Sports Cars. This ranking is based on our analysis of 87 published reviews and test drives of the Porsche Boxster, and our analysis of reliability and safety data.

The automotive press has always considered the Porsche Boxster a great sports car, but after test driving the new 2011 Porsche Boxster Spyder, reviewers are floored. They say it’s one of the best luxury sports cars they’ve driven in a while.

The Porsche Boxster has always been a favorite -- it’s luxurious, powerful and the perfect companion on the race track. With the introduction of the 2011 Boxster Spyder, Porsche has revolutionized the Boxster lineup.

In comparison to the Boxster and Boxster S, the Spyder is a completely different animal. It produces 320 horsepower, 65 more than the base model and dropped 176 pounds by loosing basic amenities like air conditioning, a radio and cloth bucket seats. Why did this Boxster undergo such a strenuous weight loss program?  Porsche wanted to make it faster and more agile. After test driving the Spyder, reviewers say it’s more than agile -- it’s one of the best handling sports cars on the market.
INTERIOR
The Boxsters interior boasts premium materials and proper sports car seating, particularly if you ante up for the optional full-power seats. The oversized center-mounted tachometer conveys the Boxsters high-performance DNA, although the analog speedometers tiny numbers and huge range make it more decorative than functional -- the trip computers digital speedo readout is more useful. Some controls are a bit fussy, but the current center control stack is much friendlier than those in past Porsches. The base stereos sound quality is laughable, but the optional systems are worthy upgrades.

The optional wind deflector mitigates buffeting at speed with the top down, but top-up motoring is marred by excessive wind noise and gigantic blind spots. While the Boxsters soft top keeps weight and complexity down, its competitors retractable hardtops are far more pleasant to live with. Unlike the spacious BMW Z4, the Boxsters cabin is merely average for a roadster, meaning taller folks may feel constrained. The Boxsters midengine design spawns two trunks -- one front, one rear -- that can hold about 10 cubic feet of cargo between them regardless of whether the top is raised or lowered.

For the Spyder, Porsche takes out some features to reduce weight. The air-conditioning and radio are options, the narrow sport seats are thinly padded and have fixed backrests, the door handles are cloth straps and even the plastic hood that shields the gauges has been tossed. Most notably, though, the power-operated soft top has been replaced by a manual two-piece roof that requires practice, patience and the pity of Mother Nature.
EXTERIOR
Typically, the “spyder” moniker denotes a roofless model. But given that the Boxster is already a convertible, “spyder” is simply a marker that this iteration is unique. (A version of the Cayman could wear the spyder badge properly, but what sense would that make?) With the reworked-for-2009 Boxster S serving as the starting point, Porsche engineers set their sights on a distinctive design and saving weight, pulling out a claimed 176 pounds. Ditching the conventional convertible-top mechanism was the first step. In its place sits a 13-pound, manually operated, two-piece bikini-like cover that can be fully sealed in dire weather—it’s not approved for carwashes, though—flanked by newly shaped windows that match the pitch of the new lid.

With the top stowed, the most visually alluring detail becomes the new one-piece aluminum decklid with two aero humps like those found on the Carrera GT, saving 6.5 pounds over the regular car’s rear trunk and half-tonneau. Aluminum doors from the 911 Turbo and GT3 shave 33 pounds, and the 10-spoke, Spyder-specific 19-inch wheels are actually lighter than the Boxster S’s 18s. The gas tank is reduced in capacity by 2.6 gallons to 14.3, and an optional 13-pound lithium-ion starter battery ($1700!) can save 22 pounds. Additionally, the LED running lamps are smaller, the side scoops are done in black mesh, and the standard exhaust is now finished in black. Porsche says its engineers improved the aerodynamics of the Spyder through a modified front lip and fixed rear spoiler, and a lower trim bar bearing the Porsche name is affixed to recall the 908 and 909 race cars of the ’70s.
ENGINE
With brisk 50-degree temperatures, our California environment has declared its intention to remain chilly. Nonetheless, the top is down as we begin our journey on scenic Highway 1 near Monterey. With the Pacific Ocean crashing into the cliffs below us, we waste no time putting the Porsche to work. Any doubts about the Spyder’s performance enhancements drift out to sea among the breakers as the extra 10 ponies in the now 320-hp, 3.4-liter flat-six are put to work. Carving through the tight and twisted sections of Highway 1, we find that the reduced weight of our six-speed-manual Spyder—at about 3000 pounds, it’s the lightest in the entire Porsche fleet—is easily apparent. The 0.8-inch lowered suspension includes shorter and stiffer springs, firmer dampers, modified front and rear anti-roll bars, and a slightly wider track, and it all combines to noticeably improve the Boxster’s already stellar handling. The car is just itching to turn in at every corner, and the steering is effortless, as if it had been engineered just for this road. Well, that impression could also be because the suspension work did lighten the steering, but the rack is quicker and even more communicative than before, allowing us to feel the pavement texture more intimately.

The Spyder can tackle 25-mph switchbacks at double that speed. The grippy seats hold you in place and the body shows no signs of pitching or rolling, yet the ride is never harsh. Traction into and out of the turns is hardly lost, with the standard mechanically locking differential enabling high exit speeds. And in a straight line Porsche is claiming a 0-to-60-mph time of 4.6 seconds on PDK-equipped cars with launch control, which seems a bit conservative considering we managed 4.3 in a less-powerful Boxster S weighing 3220 pounds with the PDK. Figure 4.1 or quicker to 60 and about 12.7 seconds in the quarter-mile once we strap test gear to a Boxster Spyder.

Carbon-ceramic discs are optional, although the standard iron rotors carried over from the Boxster S work fine, as we found out when a Mini Cooper one car ahead of us attempted to overtake slower traffic at the same time we did and nearly ran us off the road as we neared our destination.
SAFETY
Standard safety features for the 2011 Porsche Boxster include antilock disc brakes, stability and traction control, dual thorax and head side-impact airbags and rollover safety hoops above the headrests. In Edmunds brake testing, the Spyder came to a stop from 60 mph in a superb 102 feet -- the other Boxsters are likely to only take a few feet longer.

Driving Impressions

Thanks to its petite size, modest weight and midengine layout, the 2011 Porsche Boxster handles superbly, managing to feel glued to the road and light on its feet at the same time. Body roll is virtually nonexistent, and the variable-ratio steering is among the best systems on the market. Its all that and more when considering the sublime Boxster Spyder.

The base Boxsters 2.9-liter engine sounds glorious, and most roadster buyers will never feel wanting for power. Having said that, more thrust is never a bad thing and the 310-hp Boxster S will certainly not disappoint. Driving enthusiasts will still feel more of a connection with manual-equipped Boxsters, but the PDK transmission is a revelation, providing faultless automated-manual shifting performance for those who would rather not row their own gears. Were not particularly fond of the steering-wheel-mounted shift buttons, so the optional shift paddles are a must-have.
reference:usnews.rankingsandreviews.com,www.caranddriver.com,www.edmunds.com