Porsche Boxster - Is Pure Sports Car and Pure Fun

Porsche’s product development cycles are unlike other manufacturers. They introduce few models and keep them in circulation for many years. That necessitates an occasional upgrade of a current model. Think of how many iterations the 911 has been through…

We had the opportunity to re-experience the wiles of the Boxster at the completely renovated Circuit de Mont Tremblant racetrack just north of Montreal in Canada. This is truly a beautiful area and the track was similarly well suited for this type of drive. This part of Canada is in the Laurentien Mountains. Geologically, these are very old worn down mountains and often look like very large tree covered hills. The landscape, however, is what seems to be a never-ending series of rolling hills, forests, lakes and greenery…a perfect place for a road course.

On hand at the track were 3 well-experienced champion race drivers. As we sped through the countryside and over the track, it was reinforced yet again that the dominant gene in Porsche’s DNA pool is performance. That capability above all else is so fundamentally bred into the vehicle that roads and tracks that would severely challenge another vehicle, are easy and comfortable for the Boxster. Dips, corners, curves and swells are what this roadster was built for. It begs for a chance to sweep around a bend, crest a rise or attack an S curve. One of the things our pro drivers taught me was how important comfort is in a racecar. Having done the 24 hour endurance races at Daytona and LeMans they’ll tell you that not all race cars are equally refined and comfortable. Many can go fast but they beat up the driver in the process. Porsche’s as it turns out are very fast and very comfortable.

When driving a Boxster on a racetrack, it must be done with the top down. It’s all part of the overall sensory experience. You need to feel the movement of the car. You have to bond with the machine and the elements. Though the tachometer is the most dominant gauge in the most visible position on the dashboard, you shift gears by listening to the engine…you’re too busy driving to look down. You’ve got to congratulate the Porsche engineers who control the machine-driver interfaces. Not only does the machine perform well according to the numbers, but it also evokes such passion while driving it that you just want to own one yourself. Studies show that the single greatest factor in owner satisfaction is whether they “LIKE” driving their vehicle or not. Owners will overlook a surprising number of other vehicle shortcomings if they like their car. I guess that’s why Porsche enjoys such a loyal customer following.

The Boxster is the mid-engined Porsche. The horizontally opposed flat 6 is positioned ahead of the transaxle thus maintaining perfect balance and harmony in this little piece of the automotive universe. The cockpit will hold 2 comfortably and there is both a front and rear luggage compartment. The seating is superbly supportive and comfortable. The interior styling is sporty, classic and elegant. The 2003 interior has a new look, more similar to the 911 than before. The audio system is also upgraded and the optional Bose system is now powerful enough to compete with the wind during open top driving.

Though the Boxster is the “entry” level Porsche, it possesses all the sporting pedigree of the brand that its more expensive and more exotic siblings have. It is just as fun to drive and even though its terminal velocity is lower than the others in the line, it’s more than enough for the city streets where most of us spend our time. Add to that the fact that it is one of the best looking sports cars available, and you can understand the appeal.

Porsche 911 - Celebrates 60 years with two new 911 Carrera Coupes

When I was starting out as an auto writer, the annual introduction of new Porsche 911 models always confused me. To my untrained eye, the new models often looked just like the previous year’s models they replaced. While my eye for automotive detail has grown sharper over the years, the challenges for differentiating one model year 911 from the next still remain.

True to form, to celebrate the German company’s 60th anniversary of building fast cars, the two new 2009 Carrera models that are now heading to dealer showrooms look ever so close to the 2008s. But not to worry: Porsche aficionados will soon discover that these quintessential 911s have been especially engineered to mark this magnificent manufacturing milestone and are the most sophisticated, potent and environmentally friendly 911 Carrera models that the company has ever produced.

Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved for over 15 years beginning in 1948 as the highly coveted 356. Then at the 1963 Frankfurt Motor Show, the groundbreaking 911 Coupe debuted as a 1964 model. As a testament to the genius of its design, after more than 40 years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.

Though the new 911 Carrera and Carrera S Coupes boast several important refinements over the 2008 cars, the cars carry the same internal 997 designation as their immediate predecessors. Chief among those refinements are new, more powerful and fuel-efficient engines and the availability of Porsche's seven-speed double-clutch transmission, the PDK, in place of the optional Tiptronic S. Other critical changes include larger, more potent brakes, a revised Porsche Communication Management system with Bluetooth connectivity and available voice commands, a fresh exterior with BI-XENON™ headlights, and light-emitting-diode rear lighting.

Both the 911 Carrera Coupe and 911 Carrera S Coupe receive new engines that feature direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. When the car is equipped with the new PDK double-clutch transmission in place of last year's Tiptronic S, the 911 Carrera Coupe accelerates from 0 to 60 mph in 4.5 seconds, more than a full half second quicker than its predecessor.

The 3.8-liter engine in the more potent 911 Carrera S Coupe exhibits equally awesome results sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox, and making that run in a mere 4.3 seconds with the PDK. This blazing acceleration comes by way of the new 3.8-liter 385 hp engine. Despite the substantial increases over the predecessor models, neither the 2009 3.6-liter 911 Carrera Coupe nor the 3.8-liter 911 Carrera S Coupe carries the stigma of a gas-guzzler penalty. Better yet, both qualify as low emissions vehicles!

And even the most seasoned gear-head might find it surprising to learn that while the new 911 is equipped with two clutches, there’s no clutch pedal. While it is way too complicated to explain the mechanics of how all that works here, Porsche engineers said that in order to take full advantage of the newly designed engines, they decided to offer drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox, while maximizing fuel efficiency. The new PDK (from the German Porsche-Doppelkupplungsgetriebe), or Porsche double-clutch transmission, replaces the Tiptronic S as the optional gearbox in both the 911 Carrera Coupe and 911 Carrera S Coupe. The seven-speed PDK allows the driver to shift up and down automatically, or he or she may opt to shift via steering wheel mounted paddles or the console-mounted lever, as with the Tiptronic S. If you’re a bit confused by all this techno talk, all you really have to know is this: the PDK is one of the world’s most sophisticated racing transmissions that enable this Porsche to go really fast, really quick!

When it comes to stopping, Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. That said, the both new 911 models receive added braking capability and are now equipped with the same sophisticated brake system previously used only on Porsche's very powerful all-wheel-drive models.

As significant as are the changes in the Carrera Coupes' drivetrains this year from last, the exterior differences are, as always, most subtle. Porsche's designers allowed only minor refinements to the appearance of the model range for 2009. When viewed head on, the most notable differences are the new, horizontal covers for the BI-XENON™ headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are air vents, which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight alloy wheels. Each car's wheels are of a distinct design. In the rear, all the lighting elements are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the 911 Carrera Coupe sports two single oval exhaust pipes while the 911 Carrera S Coupe shows dual round polished exhaust outlets.

Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats. The optional navigation module now has a 40 GB hard drive and may be operated with optional voice commands. Other available features include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as iPods or USB memory sticks. As before, the cabin offers its occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, door-mounted airbags.

Bottom line: Both 2009 Carreras satisfy the need for speed with world-class performance. Indeed, when it comes time to serve this master of seductive Autobahn speeds by furiously flogging the shift paddles to push this willing and obedient model to its upper limits, design lines become blurred in an unrestrained and seemingly never ending power exchange of double pumping clutch action that only Porsche’s 60th anniversary 911s can deliver.

By John Peige
MyCarData

Porsche 911 Carrera 4S cabriolet - All around supercar

If there’s such a thing as an all-around supercar, the Porsche 911 has held that title for several decades running now. In production and constantly evolving since 1963, the 911 has become a rolling technological tour de force wrapped in a skin that most casual observers can recognize, even if the layperson doesn’t always appreciate what it means.

Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception. The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates. The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911. For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.

The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations. Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse. The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model. With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light--at just 77 pounds, it doesn’t have a significant negative effect on performance. Even the ordinary parts are extraordinary on a 911--the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs. Nineteen-inch wheels are standard on the 911 Carrera 4 S.

The cabin is snug, but much more comfortable than one might expect from a dedicated sports car. The 911 has always been the “supercar you could live with,” and the latest iteration is no exception. Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions. The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module. There’s even a chronometer on the dash. Why? For recording lap times, of course. The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.

If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience. You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck. It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!” Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it. The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower. Fuel economy is also improved, to 18 in the city and 27 on the freeway. Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic. To rein in that accelerative ability, Porsche’s Launch Control is included.

Forget anything you may have heard about this car being hard to drive. The 911 has endless grip and stability, especially in all-wheel drive format. It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!) On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet. The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts. It’s also lighter than the Tiptronic, for that all-important weight savings. With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously. This makes shifts quicker, with no lag while the revs are matched to the next gear. All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo. It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.

The handling is in its own league. The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty. The suspension is fully independent, and not easily summed up. Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm. The rear uses independent control-track arms for each wheel. The mechanics are complicated, but the results are obvious: the 911 grips the road with unmatched tenacity. It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails. Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009. Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.

The Porsche 911 is a constantly evolving yet approachable supercar. As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s. This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable. The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets. The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow. The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100. It’s rare that I say this about any six-figure automobile, but: this one’s worth it.

Porsche Panamera S - almost as pretty as a 911, and just about as good to drive

I didn’t know Porsche made a four door,” said a friend after gazing at our Panamera S.
With a 400-hp V-8 under the long nose and a 7-speed, dual-clutch Porsche-Doppelkupplungsgetriebe automatic transmission hooked to wide 20-inch rear rubber, it’s the most different Porsche since the Stuttgart company’s four-wheel-drive Cayenne SUV. But in a city where one of the most legendary Porsche dealerships exists, and races (Brumos), you’d think folks would know the new 4-door sedan.

Some did a few months ago, when Brumos showed off all three Panamera models in an art gallery, with Porsche Cars North America president and CEO Detlev von Platen and legendary multi-time Le Mans and Daytona endurance race champ Hurley Haywood in the house.

Von Platen said Porsche’s desire was to build a car with space, where one could take wives along “without any complaints,” but also “without any kind of compromise; a really true Porsche.”

“I have driven this car and it is amazing,” he said. “You are not sitting on a car; you are sitting in a Porsche, and this car, I believe, is absolutely unique.”
“I love the way it looks; I love the way the interior set-up is; I love everything about this car,” Haywood added. “This is truly a 4-door 911.”
The Panamera is in rare company - a true sports sedan like the Cadillac CTS-V, BMW 7-series, Mercedes-Benz S-class, Maserati Quattroporte and the Aston Martin Rapide. Porsche expects to sell up to 20,000 worldwide in the first full year of production, which started Oct. 17. So far, all three versions – our rear-wheel drive Panamera S or all-wheel-drive Panamera 4S, and the 500-hp, twin-turbocharged, all-wheel-drive Panamera Turbo – have more than 4,000 U.S. owners.

*Panamera panache - Porsche’s fourth model behind the 911, Boxster, Cayman and Cayenne SUV, the is the company’s first four-door car in its 60-year history, the result of five years of design and engineering work. The end result – well – looks like a 4-door 911 of sorts. You have a familiar low, sporty silhouette, albeit a 195.6-inch-long version, with a long, almost 115 inches of low-hung wheelbase. The sweeping headlights, rounded bumper and low air intake instead of a traditional grille say “911,” then you see the long bonnet with power bulge and curved front long fenders framing that familiar Porsche face. White LED running lights enhance the look over the black double bars in the side air intakes above the lower air dam. Two long doors get the classic 911 roundness around the door handles, while the lower door sill visually lowers the car, a fender vent and lower door accent line with a chrome side vent with marker lights. The rear roofline’s curving contour and rounded rear fenders flow into the rear hatchback with an E-type window with big 911-style LED taillights framing its chrome accent strip. This is the only place the Panamera’s design looks a bit awkward, a bit fat-bottom. But as it tapers to a rounded rear, we get a bit of the familiar 911 tail, plus dual tailpipes in brushed stainless steel in a black lower fascia. Those who peeked underneath found a large undertray, combining with the sleek shape into a wind-quiet .29 drag coefficient, aided by an adaptive spoiler that rises at 56 mph and adjusts at speed. And the optional 14-spoke Spyder Design 20-inch alloy wheels, with Michelin P255/40ZR20’s in front and P295/35ZR20’s in back, finished the look, while sunny days really made the Mahogany Metallic stand out. We got thumbs up, swiveling heads and lots of looks on the road. And when we parked at a hot rod cruise-in, we got more looks than a line of custom Camaros, including more than one “awesome.”

*Porsche portage – Hop into the form-fitting driver’s bucket, with 14-way power adjustments, twin memory presets and heating/cooling, and you find great comfort and firm support with power lower thigh and height-adjustable lumbar support. The Panamera-shaped key fob fits the ignition on the left, a Porsche historical note from its endurance racing days, when drivers ran to parked racers and started the car with the left hand as they buckled with the right. The entire interior is covered in Luxor Beige leather, stitched beautifully at the edges, with polished black accents on doors, dash and center console. Straight ahead, a big central 8,000-rpm tach with configurable display underneath – we liked a big digital speedometer. To the left, a 200-mph analog speedometer with odometer/trip odometer or clock, overlapping oil pressure and temp gauges. To the tach’s right, a 4.8-inch LCD color screen that displays trip computer information from tire inflation or radio stations to a repeater navigation map, with water and gas to the right of that. The screen also shows the speed limit on the road you are driving on, plus radio stations and telephone numbers. All functions are controlled via a rubberized thumbwheel on the flat-bottom power tilt/telescope steering wheel, which has a thick leather-padded rim. Bluetooth telephone controls are there as well as the elegant alloy PDK transmission paddle shifters. The big 7-inch touch-sensitive Panamera Command Center has a navigation map, plus weather, stocks and traffic information, and also displays the park assist. You can access a superb BOSE Surround Sound 14-speaker, 585-watt AM-FM-XM Satellite-CD-audio/video DVD system with Bluetooth connection for cellphones and music, plus an interface in the center console for iPod or a USB hookup. Overhead controls handle ParkAssist sensors and Homelink. The center console extends aft to the rear bucket seats, where my 185-lb., 6-foot frame fit either side just fine, and surprised friends with the space. Behind, a power hatchback opens to reveal a flat, wide 15.7-cubic-foot trunk with netted nooks on either side. The rear backrests split and fold to open up a bigger 44.6 cu. ft. of space. We had a padded ski-bag that fits through the center section folding separately between the rear seats. Cup-holders – two fold from the aluminum trim strip in front of the passenger, and another is somewhat usable aft of the gearshift.

*Panamera power – We had the base version, if you want to call it that, with a tad over 6,000 miles on the clock. Some thought 400-hp wasn’t enough until I told them the car weighs only 3,968 lbs. That water-cooled aluminum 32-valve V-8 has four overhead camshafts; valve timing and valve stroke variable on the intake side (VarioCam Plus), all new with tricks like a valve control box and valve cover made of magnesium and an intake manifold with extra-thin walls and lighter crankshaft. There’s a decent 369 lb-ft of torque.The dual-clutch PDK works via the gear shift or paddles on the steering wheel, one handling first, third, fifth and seventh gear, the other with second, fourth and sixth gear. One waits as one works, meaning instant shifts. Testing Porsche’s other models at Barber Motorsports Park in Alabama recently with PDK, I was significantly smoother on its winding course, and faster than a 6-speed manual. You concentrate on driving, and leave the razor-sharp shifts to the PDK, which never caught me out and even blipped the throttle on downshifts like a racer for matching revs.

Set on our optional Sport Chrono’s “Sport Plus,” (comfort and sport settings too) electronic engine management gives the engine more aggressive response, upshift points moved to higher engine speeds, gears shifting up later when accelerating and down earlier when decelerating. The result – 60-mph in 5.3 seconds with precise shifts, and 100-mph in 13 seconds. There’s a switch to open up the exhaust a bit more, the snarl intoxicating but not intrusive. We averaged 16-mpg on premium.

Our car had Porsche Active Suspension Management with adaptive air suspension. On base setting, we enjoyed a fluid ride that was comfortable on all surfaces, but never too soft. Firming up on “Sport,” “Sport Plus” lowers the car almost one inch and switches to a harder spring rate as PSM backs off. The result is razor sharp steering, almost no body roll and a neutral feel when going into a turn, nice when you consider the engine is up front. PSM will kick in again if the front wheels reach the ABS control point. But you can power the tail a bit for better exits, all catchable, the suspension never beating you up. The chassis, tires and steering act in concert, very tossable for a 4-door, very precise and world-class fun – and it’s a 4-door! And with the dashboard stopwatch and another split timer the secondary display, you get lap times as well as the times required on individual routes, overall time required on a specific route or lap, the distance covered on the last lap, the total number of laps completed so far, and the driver’s individual lap times.

The PDK double-clutch transmission also gets an engine start-stop system like a hybrid for gas savings, the engine shutting down at stop lights, then firing quickly at launch, unless you are in a “Sport” mode. The PDK also has a launch control, although it was a bit cranky after some presumed abuse as a press car. Still, when you left-foot brake, tap the gas pedal, and the engine hits 5,000-rpm, Porsche Stability Management handles shifts and traction control. That resulted in a 0-60 time of 5 seconds – very fast and all under control. What goes fast also stops well - front six-piston aluminum monobloc brake calipers with 14.17-inch grooved and inner-vented discs, and four-piston aluminum monobloc brake calipers and 11.7-inch rear grooved and inner-vented discs meant flawless short stops with no fade time and time again. The supercharged Cadillac CTS-V is faster, and less expensive, if not as agile, a BMW 5-series almost as agile, but doesn’t feel like a 4-door 911. My only nit-pick – the rear window height and side sail panels conspired to limit side rear visibility when passing.

Haywood has spent extensive time behind the wheel of the Panamera, including lots of laps at tracks. He simply calls it “extraordinary.”

“It has the manners of both an S-Class Mercedes-Benz and a 911. And with the press of a few buttons, you can change the character from an S-Class to a 911,” Haywood told me. “Driven fast, it has supreme confidence, so you can drive this very fast and feel very in control all the time. I experienced that on the road to Bavaria from Munich at 180-mph with four people on board. It was like sitting in my living room.”
‘Nuff said.

*Porsche paymeister - The Panamera S starts at $89,800, with lots of options to take it up to $111,220, including $2,950 sport exhaust, $3,655 Luxor leather interior, $3,120 Spyder Design 20-inch wheels, $1,990 adaptive air suspension, $1,320 Sport Chrono, $1,794 14-way front power seats, $210 heated steering wheel and more. The all-wheel-drive Panamera 4S and Panamera Turbo retails for $93,800 and $132,600, respectively, while the just-introduced 300-hp V-6 version (3.6-liter that’s about 66 lbs. lighter than the V-8) starts at $74,000 and averages 18 mpg city/27 highway. FYI – eight airbags for driver and front passenger, plus knee airbags, two-chamber thorax/hip side airbags at the front, and rear side airbags as an option. No spare tire, just a repair kit with tire sealant and air compressor.

*Bottom line – This is an executive sports car transport or a ground-bound Citation commuter jet on wheels with cargo and human space – I loved it.
2010 Porsche Panamera S

Vehicle type - 4-door, 4-passenger sports sedan
Base price - $89,800 ($111,220 as tested)
Engine type – aluminum DOHC, 32-valve V-8
Displacement – 4.8-liter
Horsepower (net) – 400 @ 5,500 rpm
Torque (lb-ft) – 369 @ 3,500 – 5,000 rpm
Transmission – 7-speed PDK dual-clutch automatic w/paddle shifters
Wheelbase – 114.9 inches
Overall length –195.6 inches
Overall width – 83.2 inches
Height – 55.8 inches
Front headroom – 38 inches
Front legroom – 41.9inches
Rear headroom – 38.2 inches
Rear legroom – 33.3 inches
Cargo capacity – 15.7-cu.ft./44.6 w/rear seats folded
Curb weight – 3,968 lbs.
Fuel capacity – 26.4 gallons
Mileage rating – 16-mpg city/24-mpg highway
Last word – Almost as pretty as a 911, and just about as good to drive

Porsche Cayenne - a thrill and a smile

You can no longer argue that Porsche is a slave to the concept of two-passenger sports cars. No siree. Porsche had purists rummaging through the medicine cabinet for their Prozac when it launched its Cayenne SUV in 2003. The release of the four-door Panamera last year had a similar impact. Just what is the world coming to?

Evidently the American public has recovered sufficiently from the shock to have purchased roughly 90,000 Cayennes over the years. This number will no doubt be significantly swelled with the launch of the second generation Cayenne as a 2011 this summer. It is about two inches longer, and slightly wider and taller than the previous model. It weighs about 400 pounds less. EPA-estimated fuel economy for all new versions haven't been announced at this writing; however if they follow those of the V8-equipped S that have been posted, fuel economy across the board will be impressively improved. There will even be a hybrid edition coming this fall that should, once again, throw purists into a tizzy.

When all of the dust settles, there will be four Cayenne models for 2011: Base, S, Turbo and the totally new S Hybrid. Each is defined by its power source: V6, V8, V8 turbo and gas-V8/electric motor, respectively. All four come standard with all-wheel drive. The $46,700 Base and $63,700 S enjoy a modest increase in power, while the $104,800 Turbo stays the same. However all three are quicker thanks to Porsche squeezing out excess weight wherever it could -- 86 pounds from the doors alone.

A breakdown of the specs reveals that a 300-horsepower 3.6-liter V6 powers the Base that uses a six-speed manual transmission to transfer output to the wheels. The eight-speed driver-shiftable automatic transmission that is standard in the more expensive Cayennes is an option for the Base. Generating 400 horsepower is the 4.8-liter V8 in the S. A turbocharged version of the same V8 in the Turbo produces 500 horsepower. Mating the V8 to an electric motor delivers a combined 380 horsepower in the $67,700 S Hybrid.
Porsche has posted 0-60 times for all four models. As you might guess, leading the pack is the Turbo with a time of 4.4 seconds; followed by the S at 5.6 seconds, the S Hybrid at 6.1 seconds, and the Base at 7.1 seconds with the manual and 7.4 seconds with the eight-speed automatic transmission. So far the only EPA estimated fuel economy numbers available are the 16 mpg in the city and 22 mpg on the highway for the S. Those are up from last year's figures of 13 mpg, city and 19 mpg highway. Porsche expects similar fuel savings for the Base and Turbo versions as well. An automatic start/stop function that turns off the engine at red lights and then automatically restarts it also contributes to the improved fuel numbers.

From behind the wheel, it's easy to forget you are in command of roughly two and a quarter tons -- two and a half tons in the S Hybrid. All versions handle brilliantly. Standard on the Turbo is an air suspension system with Porsche's Active Suspension Management (PASM) that provides active, infinite damper control on the front and rear axles. It has a choice of "Comfort," "Normal" and Sport settings. PASM is optional on the Base, S and S Hybrid models. Another bit of technology voodoo is the Porsche Torque Vectoring (PTV) optional system that uses variable torque distribution on the rear wheels to increase stability in the curves.
Despite being taller, the new Cayenne is sleeker in profile than the first generation SUV. Its front end, hood and lower fascia are also more in keeping with the rest of the Porsche lineup. The exterior changes are evolutionary in their execution, but the differences are apparent.

Styling changes dominate the interior; significantly more is changed than remains familiar. Whether it's the meatier, redesigned three-spoke steering wheel, the more sophisticated, raised center stack, or the simplified pod of gauges facing the driver, the look is dramatically different. There are still grab handles affixed to the center console, but their design has been carried to the door pulls. The seats still feature generous side bolsters and uncommon support. Split and folding, the rear seat reclines up to 6 degrees and offers 6.3 inches of fore-aft travel. Maximum cargo space is increased by 25 percent to 63 cubic feet with the backseat folded down.
A number of standard features are common to the entire Cayenne lineup. Full power accessories, leather seating, Bluetooth connectivity, multi-adjustable power front seats, tilt-telescoping steering wheel, and a Bose-infused 5.1 surround-sound system with CD player, USB port and auxiliary audio input jack are all included in the base price.

Although Porsche has raised prices for the redesigned Cayenne (Base is up $1,200 and the S $3,000), it is a larger, quicker, more fuel efficient SUV than its predecessor. And really, if you are going to spend $50,000 or more on an SUV, are you going to quibble over a grand or two? If you are prepared to spend the money, the 2011 Cayenne will reward you with a thrill and a smile every time you put the whip to it whether it's on the way to work, around the twisties or over uncharted terrain. It is indeed a Porsche and all that name represents.