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The torch-bearing mobs of outraged 911 purists have long since retreated from the gates of Porsche’s various corporate outposts, so we can only speculate that had this new Cayenne been the original offering back in 2003—rather than the ungainly original—initial response might have been more uniformly positive.
Then again, maybe not.
Be that as it may, here’s the Turbo version of the second generation, distinctly more attractive and better in about every way imaginable. Better in terms of usefulness, as in roomier. Better in terms of operating costs, as in improved fuel economy. Better in terms of dynamics, as in a more sophisticated balance between ride and response.
Defying Physics
Although the Cayenne’s improved appearance and superb interior are the elements that will attract eyeballs, a glance at the specs is also informative.
The second-gen edition is bigger in almost every dimension. It has a longer wheelbase (growing from 112.4 inches to 114.0), is longer overall (from 188.9 to 190.8), and is a smidge taller (from 66.8 to 67.0). The only diminished dimensions are width (from 77.0 to 76.3) and track, which shrinks at both ends—from 65.4 to 64.7 in the front and from 66.0 to 65.2 at the rear.
Yet the most remarkable entry in the new Cayenne’s specifications chart has to do with mass. Yes, like the other members of Clan Cayenne, the new Turbo is bigger. And like the others, it’s also substantially lighter. The last-gen Cayenne Turbo S, which finished second in our most recent comparison of high-end super-utes—falling to the BMW X5 M and besting the Jeep Grand Cherokee SRT8 and the supercharged Range Rover Sport—weighed in at 5305 pounds.
This latest test unit is 178 pounds lighter. And it’s 498 pounds lighter than the Cayenne Turbo we tested in September 2007. For sure, it’s certainly no wraith, but in an automotive world that registers weight gains with almost every vehicle redesign, score this one as laudable for Porsche.
The Cost of Pruning
As you’d expect, the Turbo’s rigorous diet entailed painstaking reengineering of various components—a new aluminum valve-timing adjuster, for example, is 3.8 pounds lighter than the previous piece—and more comprehensive use of lightweight materials, which add up to a minus at the scales. As you’d also expect, the use of lighter-weight materials, such as aluminum, magnesium, and composites, adds up at the cash register.
The base price for the previous Cayenne Turbo was $100,875, and $127,275 was required for the Turbo S. The new Turbo starts at $106,975, and there is no Turbo S version, at least not yet. However, aside from customers with an insatiable desire for excess in every category, almost everyone else should find that this vehicle satisfies his or her need for speed.
The Numbers
The new Turbo delivers its go power with distinctly improved fuel economy. Although the output of the 4.8-liter twin-turbo aluminum V-8 is unchanged from that of the first-gen model, at 500 hp and 516 lb-ft of torque, the combination of less weight, numerous mechanical and electronic tweaks, and a new eight-speed Tiptronic automatic transmission gives the new Turbo fuel-economy ratings of 15 mpg city and 22 highway, up from 12/19.
Proving once again that reduced mass is at least as important as horsepower in all-around performance, the new Turbo’s performance rivals the old Turbo S’s (which had 550 hp and 553 lb-ft of torque) at the test track: 0 to 60 mph in 4.0 seconds, the quarter-mile in 12.4 at 113 mph. The Turbo S hit those marks in 4.1 and 12.6 at 112, respectively; the previous Cayenne Turbo needed 4.8 seconds to reach 60 mph and 13.3 seconds for the quarter, at 107 mph.
Seduced, as usual, by the hydraulic t

Tags: 2011 Porsche Cayenne Turbo

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2011 Porsche Cayenne Turbo - Short Take Road Test was originally published by Acura Review. Read the full story by clicking here.