2012 Porsche Cayenne Price of 43 000

The 2012 Porsche Cayenne is one of the latest version of 2012 Porsche. A 2012 Porsche Cayenne is a 4-door, 5-passenger luxury sport-utility, available in 4 trims, ranging from the 2012 Porsche Cayenne Base to the 2012 Porsche Cayenne Turbo.The 2012 Porsche Cayenne is avaialble at price of $48,200 - $107,100 And Invoice Price of $43,200 - $96,210.

Upon introduction, the 2012 Porsche Cayenne Base is equipped with a standard 3.6-liter, V6, 300-horsepower engine that achieves 15-mpg in the city and 22-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 8-speed automatic transmission with overdrive is optional.

The 2012 Porsche Cayenne Turbo is equipped with a standard 4.8-liter, V8, 500-horsepower, turbo engine that achieves 15-mpg and 22-mpg.  A 8-speed automatic transmission with overdrive is standard.  After last years thorough redesign, the 2012 Porsche Cayenne remains essentially unchanged with only a couple updates. If you can live with modest cargo capability and an immodest price tag, its definitely a top pick. The 2012 Porsche Cayenne comes standard with anti lock brakes with enhanced brake assist and readiness, stability and traction control, driver knee airbags, front side airbags and full-length side curtain airbags. Rear side airbags, parking sensors, a rear view camera and a blind-spot warning system are available.

Review Porsche Cayenne GTS

At the tender age of 15, I got my first ride in a Porsche-a brand new 1988 911 Carrera. The sound of that air cooled flat six ruined me for life. And I swore I would own a Porsche. In college I owned a Porsche 944, which was a great car, handled wonderfully, and holds fond memories as it was the car I took my first drive with the woman I would eventually marry and raise a family. But the burning desire for a 911 never went away. And in June of 2002, my dream came true. To this day, whenever I fire up my 911 I still get a chill down my spine.  But while all this was happening, Porsche, the brand I had coveted for years dropped a bomb on me. They were going to sell, of all things, an SUV.

Yes, I understood the stories from Porsche saying they needed to sell more cars to remain viable. That a car like the Cayenne could help fund development for their sports cars. But since the beginning, Porsche was nothing but sports cars. Driving my 911 was like being in a fraternity. When you saw an oncoming Porsche, you always waved. It was a recognition that we knew we were driving very special cars with a fantastic history and racing pedigree. When the Cayenne debuted, it marked a significant change in Porsche culture. Cayenne drivers do not wave. And I dont wave either. They dont care how incredible it was to see Steve McQueen pilot a 911S in the opening of the film LeMans. They dont get it, nor do they care.

So, yes, it is safe to say I have been a cynic of the Cayenne from the start. Yet, all the reviews I have read generally praised the Cayenne. Well, the day finally came where I was to meet the Cayenne, and live with it for a full week. Is it a car to be worthy of the Porsche crest? Read on

It never helped, in my opinion, that the first generation Cayenne was sort of awkward looking. It lacked the class of the Mercedes-Benz ML550. Nor did it look all that sporty either. In other words, I could not convey the design message Porsche was trying to sell. Thankfully, in 2011 the Cayenne was redesigned. The styling was sharper, more focused, tighter. New for 2013, the Cayenne GTS ups the ante with the Turbo front fascia, smoked head and tail lights, LED lighting, matte black quad exhaust tips, and a twin wing roof spoiler. Red brake calipers and a 3/4 drop in ride height underscore that this is no ordinary Cayenne. Finished in white with gorgeous 21 black painted alloys, this is the Cayenne designed for the Porsche enthusiast.

Slip onto the leather and Alcantara drivers seat, look at the gauge cluster, and any Porsche driver will feel instantly at home. Porsches are meant to be driven fast, and as such, I appreciated the easy to read instrument panel. Yes, the center console is inundated with buttons, but I found it far easier and more intuitive that scrambling through menus on BMWs iDrive. While the Cayenne is a full five seater SUV, from the drivers seat, it does not feel that way. It is driver focused, cozy as a sports car but not at all confining. The quality of materials and level of fit and finish are beyond reproach. Porsche nailed the interior with painstaking attention to detail, and it shows. Simply outstanding.

Still, this is a Porsche, and what goes on in the engine room is what any Porsche fan wants to know. And there are several choices. You start with a V-6, which is all you will want or need while looking for a parking space at Neiman Marcus. Sadly, this is the only engine Porsche offers with a six-speed manual. Also available are diesel, hybrid, V-8, and V-8 turbo engines, all of which are mated to an eight-speed automatic. All Cayennes come with all-wheel drive. Our GTS was fitted with a 4.8L V-8 pumping out a healthy 420hp. Porsche claims 0-60 mph in 5.4 seconds, with a top speed of 162 mph. That is remarkably fast for an SUV of this size and weight. Not to mention, it can tow up to 7,700 lbs.

For a weekend getaway, I drove my family to the gorgeous town of Newport, Rhode Island. I had only driven the Cayenne around town, and found it docile and very easy to drive. On the highway though, you can tell instantly this car was bred for the autobahn. Pedal to the floor on the entrance ramp the V-8 produces an intoxicating roar. Passing power is exceptional, and a thrill to boot, but with the Cayennes aggressive face, pounding down I-95 was like parting the Red Sea. At one point my wife asked why I was driving so slow. I looked at the speedometer. I was doing 80 mph. After spending time, and looking perfectly at home at the famous Newport mansions and a sunset cruise down Ocean Drive, it was time to point the GTS back home.

There was no question the Cayenne was incredible as a highway bomber, but on the curvy roads leading me to the historic Ocean House hotel in Watch Hill, Rhode Island for an exceptional dinner. The Cayenne GTS tackled the sinuous roads with aplomb, defying the size and weight of the car with sports car like lexes. Truly amazing. As brutal the power of the GTS may be, it speaks volumes of the inement Porsche built into this car as I raced home while my wife and son dozed off. I have said it before, but it is these moments when it is man and machine in perfect sync that make the mark of a truly remarkable vehicle.

But, this level of automotive excellence does come at a price. You can have a V-6 Cayenne for under $50,000USD, but to get a GTS, you are starting at $82,050. Typical with Porsche, there are a ton of options available. Counting on the Monroney of our test car, there were 26 options added on. Sure, the Cayenne is no stripper, but options like SiriusXM HD radio, thermal and noise insulated glass, panoramic sunroof, front and rear heated seats, navigation, rearview camera with park assist, lane change assist, adaptive cruise control, a Burmester surround sound audio system ($5,690!)  and 21 wheels, along with countless other options wracked up our test cars as delivered price to a breathtaking $124,875. But thats how it is with Porsche.

I have spent years loathing the Cayenne, but after a week with the GTS, I give in. It is simply brilliant. I understand Porsches business plan. Buyers of their sports cars may need an SUV, so why not build one yourself? Yes, wealthy folks will continue to buy the V-6 Cayenne in drove for bragging rights, but the GTS is the real deal. It is truly the SUV for the Porsche purist.

2011 Porsche Cayenne

 

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

2013 Porsche Cayenne Turbo S

The new 2013 Porsche Cayenne Turbo S assumes with its engine output of 550 hp, the top position in the SUV model from Porsche. The fuel consumption is 11.5 liters with no higher than the 50 PS weaker Cayenne Turbo. The torque increased compared to the Cayenne Turbo from 700 to 750 Newton meters. The sprint from zero to 100 km / h is completed in 4.5 seconds, two tenths of a second rather than the Turbo. Five km / h higher is the maximum speed of 283 km / h.

Air suspension and controlled dampers
Like the Cayenne Turbo, the Turbo S also has a combination of air suspension and PASM active damping control. Then there is the Porsche Dynamic Chassis Control (PDCC), which reduces body roll when cornering. The likewise standard Porsche Torque Vectoring Plus (PTV Plus) operates with a variable torque distribution to the rear wheels in combination with an electronically controlled rear differential lock. The new Cayenne Turbo S is also equipped with the Sport Chrono package.

Special elements inside and outside
The standard 21-inch wheels with colored Porsche crest have painted in high-gloss black interior - an exclusive feature of the Cayenne Turbo S. Also specifically for the Turbo S are two-tone leather upholstery in black, red and black and beige - each with matching stitching. The Porsche Cayenne Turbo S costs 151,702 euros in Germany and will be shipping in January 2013.