Porsche Chayenne interior

Porsche offers three versions of the four-door Cayenne: the Cayenne,
The Cayenne S and the Cayenne Turbo. The standard models of the Cayenne
and Cayenne S come with features such as: 18-inch alloy wheels,
stability control given by the Porsche Stability Management, leather
seating, power seats, dual-zone automatic climate control and a
350-watt, 15-speaker Bose audio system. Since it’s a true Porsche,
Cayenne’s ignition switch is on the dash’s left side. The gauge
cluster is nearly perfect but the climate and radio controls are
indecipherable cluster of buttons and knobs. The good thing is that
the satellite steering wheel controls are standard which means that
they will be easier to find. The Turbo model comes not only with
additional power but also with more technical and luxury features.

Among those we enumerate: an adaptive suspension with automatic
ride height and damping adjustment (Porsche Active Suspension
Management), bi-HID headlights, a CD-based navigation system,
heated seats front and rear, seat memory, sonar front/rear parking
assist and power adjustment for the steering wheel. But the options
the Cayenne offers are meant to increase functionality and personality.
These options are: four-zone climate control, bolstered sport seats,
various wheel/tire upgrades and trailering preparation. With a maximum
cargo capacity of 63 cubic feet, the Cayenne has slightly more capacity
than the Range Rover but less than the Infiniti FX45.

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Porsche Chayenne

Ten years ago, the idea of a Porsche sport utility vehicle would
have seemed absurd. And the reason is not that it lacks experience
with off-road cars since their engineering have developed all-wheel-drive
military vehicles. It’s more that, compared to General Motors, Toyota
or Daimler-Chrysler, the automotive giants, Porsche represents a
tiny fraction of the production volume. For 50 years, the company
has produced quick, nimble, small sports car, or in other words, the
opposite of the SUV’s. When Porsche decided to invest in an SUV
and a new factory to build it, it became clear the times, as well as our
taste, have changed.

And now, after creating the most anticipated new Porsche in decades,
the company is proud that its SUV is what many expected it would be:
technically slick and remarkably fast, with on-road handling that belies
its bulk. Also, the Cayenne delivers what most SUV buyers demand, including
decent cargo space, more than enough capability for casual off-road use,
and impressive towing capacity.

When it comes to pricing, Cayenne is a true Porsche. A very expensive
Porsche. With tax and license, a loaded Cayenne Turbo can crack the
$100,000 barrier, and that alone will knock it off most shopping lists.
But for the connoisseurs, the Porsche Cayenne will be truly appreciated for
its performance and driving satisfaction.

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Porsche Cayman

In comparison of the engine, The Porsche Cayman is positioned
between the Boxster and 911. Still, it has its own different personality.
It is snappier, easier, and not burdened by heavy weight hanging
out the back and the need to manage the effect of that weight.

The Cayman is strictly a two-seater because the engine sits
where the rear seats would otherwise be. This means that the
engine is not quite readily accessible, although there’s a way
into the oil filler via the boot. Under that long tailgate, is revealed
a generous luggage area to supplement the front 911/Boxster-sized
boot. Like all other Porsche, the Cayman is not very big, which makes
it very practical and usable. And for all its obvious Boxster genes,
the Cayman is very much its own car with its curvaceous rear
wings and neat fastback roof. As with other Porsches, there’s a
movable rear spoiler, which deploys above 120km/h.

Going back to were we started, the engine, the Cayman has 3.4
litres, a mix of the cylinder barrels of a 911 with the crankshaft of a
Boxster. A 911 engine is of 3.6 or 3.8 liters and a Boxster S has a
3.2-litre engine. It’s a strange thing, but even though today’s Porsche
engines are water-cooled, they still overlay their intake and exhaust
notes with a breathy whine like that of the giant air-cooling fans of old.

Basically, the Cayman is a mix and it doesn’t have a huge number
of new and unique parts. In short, the Cayman is a structure two
and a half times stiffer because it’s just a Boxster with a roof. In turn,
that means that the driving experience becomes much more focused
because its suspension can have tauter, sportier setting.

Porsche Cayman reaches a maximum speed of 275 km/h and gets
from zero to 100 km/h in 5.3 seconds, even if the fuel thirst is low
for such pace. The Cayman is especially good with the optional
Porsche Active Suspension Management (PASM), but unlike a 911,
it works well enough without it, thanks to a ride that’s firm but seldom
turbulent. PASM makes the Cayman sit 10mm lower, and in its
Sport mode it tautens the damping. And it feels absolutely fantastic
when you have the Chrono option (complete with stopwatch for timing
your hot laps).

Bottom line, Porsche Cayman is a remarkable illustration
of a rigid, solid-roofed bodyshell’s advantages. The Cayman S has
all the positive Porsche attributes you could want, and none of the
snags. It’s not the fastest Porsche, not the fiercest, not the most
breathtaking. It is a pooling of other Porsche parts, which means
that the Cayman is not expensive to develop but it will generate big
profits. The new car, by the way, takes its name not from a tax-haven
archipelago, but from a type of crocodile.

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Porsche Boxter

The Porsche Boxster and Boxster S are fast, powerful cars and most
of all the best-handling production roadsters on the planet.
Introduced in 1996, it remained essentially unchanged, other than
moderate horsepower and interior-options tweaks. That’s what
Porsche usually does with the successful models: it retains car
look and configuration for ages.

A more powerful second-generation Boxster was introduced in 2005
and it keeps Porsche’s conservative evolutionary path. Like its
precedent, it is a mid-engine, six-cylinder two-seater that looks like
Porsche Spyder. Still, over half of Boxster`s structure and electronics
are borrowed from the 911 Carrera.

The 2005 Boxster looks sprightlier than its 2004 equivalent, thanks
to the revision of the torque and the 15 added hp and the extra power
coming on strongly between 2000rpm and 4000 rpm. The 2005
Boxster S virtually equals the acceleration and top-speed performance
of Porsche’s expensive 911 Carrera. The Boxster exhaust has been
tuned to play a distinctive tromboning wail like no other car. This is a
amazing thing thinking that both engines are smaller versions of the
six-cylinder in the Carrera.

The transmission for base Boxters is five-speed manual but the optional
variant offers a six-speed. Both models can also be fitted with a
five-speed Tiptronic, the superb Porsche-designed automatic transmission
that began the trend toward manually shifted automatics.

The bodywork and the interior of the Boxster are of high quality, but considering
that there’s noting tricky or purely decorative, we can definitely say that
these are not opulent cars. Still, the interior has been improved since the
old car was often criticized for being to cheap-looking. The center console
has been upgraded with revised switch-gear and titanium look paneling.
The seats are more supportive and body-shaped in the new version,
making them look absolutely superb. Unlike other roadsters, the Boxster
has no problem swallowing luggage for a long trip: it has two trunks, a
small one in the rear and an amply deep one under the front hood.

One of The Boxster`s best qualities is the powered convertible top, very quick
to retract or re-erect. In the new Boxster, the top can be operated at speeds
up to 30 mph. The triple-layer padded cloth tops (with a heated-glass rear
window) is as weather-tight and quiet as most metal roofs.

The Boxster is called a mid engine-car. The reason is that the sweet six-cylinder
engine is mounted behind the seats, just fore of the rear axle. So if you wand
to see what’s under the hood once in while, well…you can’t do that with The Boxster.
The only way to see the engine is from underneath or by meticulously removing
body panels, which mechanics must do to service the engine. But, the good
news is that having the engine mounted closer to the center of the car makes
for better weight distribution. And that’s what makes the car handle so well.

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Porsche Boxter built in Valmet

In 1998, Porsche realized that if they wanted to sell more Boxsters,
they needed to produce more cars. To do so, they contracted with
a plant in Finland called Valmet because the plant in Zuffenhausen
couldn’t handle the increased production.

The initial plan was for Boxster to be produced in Finland for only two
years. Everybody thought that by that time the demand in Zuffenhausen
would decrease so that plant could handle all production. But the
Boxster demand remains high, and so does the one for 996, so
against all expectations the plant will remain busy for the foreseeable
future. Zuffenhausen can assemble 30,000 cars per year, so the only
way the Boxster would be moved entirely to Finland is if Porsche could
sell the better part of that many 996s. In the short term, that isn’t likely to
happen though. Most of the cars destined for North America are built
in Valmet.

Now it became impossible to specify where a car was built. Even ordering
Tourist Delivery doesn’t force a Stuttgart build. Apparently some cars
are shipped from Finland to Stuttgart for Tourist Delivery.

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Porsche Approved

When a pre-owned Porsche meets the high quality standards set
by the brand, it will receive the name Porsche Approved. So if you
want a Porsche but you can’t afford a brand new one, a Approved
vehicle is your best choice since you can be sure that it will meet
your expectations.

But what is the difference between a Porsche Approved certified
vehicle from a conventional pre-owned vehicle?

First of all, the Porsche Approved cars are inspected by factory
trained technicians and if they find any faults, repairs are carried
out in line with the strict Porsche quality criteria.
Secondly, every Porsche Approved vehicle comes with a
comprehensive Warranty:
– If sold while under the new car warranty, Coverage is up to
6 years or 100,000m/160,000km total, whichever comes first
– If sold once the new vehicle warranty has expired, Coverage is
2 years from the date of sale or up to 100,000m/160,000km,
whichever comes first.
And last but not least, you will get membership in Porsche Road
Assistance that offers exclusive support server & security.
The result of owing a Porsche Approved is that you will enjoy
driving a safe, quality value which really cannot be described as
a pre-owned vehicle.

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Porsche and Formula One

When Porsche entered into races, Porsche astonished the world
with its performances. But participation in Formula One races
brought mixed results. In the 1961-1962 season, Porsche participated
as a constructor but produced just one win in a championship
race, claimed by Dan Gurney at the 1962 French Grand Prix.
In a non-championship race, one week later Stuttgart’s Solitude
it repeated the success. At the end of the season, Porsche retired
from F1 due to the high costs.

In 1983, Porsche returned to Formula One, supplying engines
badged as TAG units for the McLaren Team. It was a success
as the Porsche-powered cars won two constructor championships
in 1984 and 1985 and three driver crowns in 1984, 1985 and 1986.

Less than ten years later, in 1991, Porsche returned as a engine
supplier, but this time the results were disastrous: Footwork, the
Porsche-powered cars, didn’t score a single point and at over half
of the races it even failed to qualify. Since that year, Porsche has
not participated to Formula One.

Still, lightly-modified Porsches participate in many competitions
around the world, mostly in amateur classes for enthusiasts. The
only professional category is the Porsche Michelin Supercup raced
as a support category for European Formula One rounds.

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Porsche – a brief history

Ferdinand Porsche played an important role in the development
of airplanes and racing cars, and the construction of tanks for
the Wehrmacht. He is an automobile engineer with more than
a thousand patents to his name. He was appointed chief engineer
at Mercedes-Benz in Stuttgart in the 1920s. Later on, he set
up his own engineering workshop and designed among others
the Volkswagen. At the plant where Volkswagen was made,
Wolfsburg, he was chief of operations and at the end of the war
he was interned by the Allies.

He was released a few years later and started building his first car
with his son, Ferry Porsche. The car was named the Porsche 356
and it was a sports car and a reminiscent of the Volkswagen.
It had the same four-cylinder boxer engine that was rear-mounted,
just like the VW. It was far from being a powerful sports car,
developing only 40 bhp and a maximum speed of 87 mph (140 km/h).
First produced as a convertible and later as a hard top it distinguished
by the very elegant and innovative body. It was developed in the
workshop of Erwin Komenda, a master of restrained streamlining
who had been in charge of sheet metal and design techniques at
Porsche since the VW Beetle. The new style of closed coupe was
designed by Komenda and it soon became the embodiment of the
sports car, thanks to its fastback.

This tradition was continued by Komenda and Ferdinand “Butzi”
Porsche, the founder’s grandson, with the 911.

The 911 became easily recognizable: it had attractive sloping
bonnet and what later became characteristic “frog eye” headlights,
curves running from the top edge of the windscreen to the rear bumper
and a straight waistline. From a functional and technical point of
view it was more like BMW 1500, although it retained the stylistic
features of the original Porsche. The new 911 will become the
foundation stone of Porsche’s identity, even though the design
was not always appreciated. During the 1970`s and 1980`s, the
designers attempts to distance Porsche from its legendary design brought
the company to the edge of disaster. The more modern 924 model,
“a people’s Porsche”, developed with Volkswagen, as well as the
928 were far from fulfilling the expectations.

In the 1990`s, the company realized that what for over twenty years
was perceived as a straitjacket, it was in fact a market
advantage. During the 1990`s, Porsche became highly
profitable since they now knew that the typical Porsche features
were timeless. Nearly forty people now worked in the design
department on further developments of the long-running 911.
These developments included the 911 GTI, a powerful combination
of sports and racing car, put forward by the in-house designer
Anthony R. Hatter. In 1999, chief designer proudly presented the
new Boxster which enabled Porshe to establish a second
independent range of models.

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Porsche 977 bodyshell

A new Porsche 911 is always fascinating because it’s interesting
to see how after more than 40 years of development the Porsche
team still manages to bring changes and improvements to this
icon model.

The new 997 bodyshell combines the sleek modern looks of
the 996 series with the popular retro styling cues from older 911s.
The front end is completed with round lights and separate
parking/fog/indicator lights. This change, combined with wider
hips echoes the last of the air-cooled 911s, the 993. Other changes
in the bodyshell are the new door handles, wing mirrors and the
stylish cut of the rear wings into the bumper/lights.

Even if the 997 looks a lot like the previous model, the 996, the new
car is actually 38mm wider which creates a more aggressive
appearance. With each new model introduced, Porsche has aimed
to reduce the drag co-efficient helping the 911 slide through the air
more effectively, and so aiding performance. The same thing has been
done with the new car, and if we compare the 993 Cd of 0.34 to the
997`s 0.28 we can see how far the aerodynamic game has moved on.
The latest body shell and rear wing combine with new underbody
paneling to also offer increased levels of down force for this latest
evolution of Porsche’s finest.

The latest Porsche model is the best handling 911 ever. Improving a
car’s rigidity helps ensure the suspension can work more effectively
and while not making such a quantum leap as the team did with the
996. Porsche improved torsional rigidity by 8% and added as much
as 40% more flexural strength.

For the new car, Porsche wanted to improve crash safety so they
added two new air bags located in the side of each front seat back-rest,
designed to protect the thorax. They kept the previous two front and two
side airbags, which means that now there are six in total. For the same
reason, crash safety, the reinforced body shell features further protection
such as a more extensive use of super high strength steel.

The latest model is also 50 kg heavier than the 996. The reason is that
modern crash safety regulations kind of force the new cars to come with
increased weight, despite the usage of a large range of weight saving
measures, including an aluminum bonnet.

Aside from the crash safety improvements, much of the additional weight
can be attributed to the higher standard specification of the new cars.
Power to weight is similar with the latest car offering 233 bhp per tone
against it’s predecessors 238 and the new models improved aerodynamics
must help it post Porsches claimed performance figures, which are
identical to the 996.

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Porsche 968

Porsche 968 is basically the successor of the Porsche 944.
It has a low nose and wide wheel arches that helps accentuating
the beautiful lines of this classic shape that in a Porsche Guards
Red is a real head turner. It has also the classic GT front engine,
rear wheel drive layout with the added advantage of a rear transaxle
giving almost perfect weight distribution.

Instead of the hidden headlights of the 944, the 968 has visible
pop up headlights, similar to the Porsche 928. This brings the
look of the car inline with the new Porsche 997-911. This change
has also a practical advantage: the headlights can be washed
along with the rest of the car instead of having to pop them up to
wash them.

As for the interior, it remains the same as produced in the 944,
keeping the famous “oval dash”. The designers used the same
robust materials which have given all Porsche owners many years
of trouble free motoring.

The exterior has a few differences: the door mirrors have
been streamlined with the tear drop effect and the wheels
have 5 spoke Cup design alloys. The rear bumper is more
blended and with integral rear light clusters, making it almost
indistinguishable from the bodywork. All these bodywork changes
made the 968 look a lot like the 928, and added the engine heritage,
some people have referred to it as “the daughter of 928”.

The engine is a version of the one first used on the 944 S2: it is a
4 cylinder, 3 liter, 16 valve unit. And they added VarioCam for
optimum power throughout the speed range. It has 240 HP
at 6200 rpm and a torque of 305 Nm at 4100 rpm, given by the
improved combustion chamber and inlet manifold design. At the
time of production, it was a remarkable engine, having the highest
displacement per cylinder of any car engine and also the highest
torque output of any unblown 3 liter engine. Clearly, the result of
Porsches investment in this engine paid off.

The rear-mounted gearbox is a 6-speed manual or 4 speed tiptronic.
It is the first ever mounted on a production car. The chassis has
almost perfect weight distribution and very stiff characteristics.

Usually, most cars start to fail when it comes to breaks and the
reason is that it doesn’t matter how fast the car is in a straight
line if you can’t take a bend (turn) at the right safe speed. But Porsche
brakes have always been the envy of most road sports car
manufacturers. You will notice little or no or no discernable fatigue
even under harsh use of Porsche 968. ABS adds even more
safety to the already excellent braking system. Also, what makes
the brakes so effective is that the wheels themselves are designed
to prevent the tire from coming off the rim in the event of a sudden pressure

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