2011 Porsche Cayenne

The Porsche Cayenne wears many hats. It masquerades as both the automaker’s entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

Displacing 3,598 cubic centimeters, the direct-injected 10.6-degree V6 features an iron block and aluminum cylinder heads. Unlike the all-aluminum 90-degree V6 in the Panamera, the Volkswagen narrow-angle “VR6″ powerplant does not have balance shafts (our calibrated rears say the Porsche V6 is slightly smoother).

Realizing the wheel/tire/brake packages are upgradeable on all trim levels, it’s difficult to tell the models apart without checking the scripted badge on the hatch or catching a glimpse of the front. It’s the nose that differs. The Cayenne Turbo wears an aggressively large grille and intake, while the normally-aspirated models share smaller grilles (the V8 model is finished in black, while the V6 receives an aluminized finish). The Cayenne V6 also sports twin brushed stainless steel oval exhaust outlets, just like the Panamera V6.

With the key in our left hand, we climb into a nondescript six-cylinder Cayenne wearing 19-inch wheels (wrapped with 265/50YR19 Pirelli tires). The all-new interior mirrors the elegant styling of the Panamera sedan – very upscale and meticulously finished from its beautiful wood and aluminum accents to the leather stitching on the dashboard. The seat and steering wheel are infinitely adjustable and outward visibility is good, although the backup camera does help.

As mentioned in our first driving impressions a few months ago, the Cayenne platform is incredibly enjoyable to drive. Its driving mannerism are more “big sedan” than oversized ‘ute, meaning the brakes and steering are responsive to the driver’s inputs, not merely taking suggestions. It doesn’t feel nearly as ponderous as the Audi Q7 or as heavy as the BMW X5 when touring tight city streets.

More than content with its performance around town, we steered the six-cylinder Cayenne towards the Autobahn to try its powertrain under more demanding conditions. As stable at high speeds as it is sitting still in a parking lot, the SUV easily held velocities between 80 and 110 mph. As expected, it does lose most of its stamina as the speed increases over 90 mph (e.g., the Cayenne Turbo rockets to 125 mph in about 13 seconds, while the Cayenne V6 does it in a longish 35 seconds). With patience, and a long open stretch of road, we were able to coax it up to an indicated 134 mph, although Porsche claims it will run 143 mph if given the opportunity. When it came time to bleed off the speed, the standard brakes were more than up to the task.

Porsche has priced the Cayenne very aggressively. The entry-level six-cylinder model starts at $46,700, making the base SUV the automaker’s least expensive offering in the States. Shaving more than another second off the 0-60 sprint, the eight-cylinder Cayenne S begins at $63,700. The new Cayenne S Hybrid begins $67,700, while the flagship Cayenne Turbo has a base price of $104,800.

But we wouldn’t buy the six-cylinder Porsche Cayenne for its engine.

Despite the fact there’s nothing inherently wrong with the lesser power unit – it’s more than competent – Porsche offers much better combustion routes if you are seeking pavement-pummeling power and a hybrid option if you are on a quest for fuel economy. Instead, consider the entry-level 3.6-liter V6 variant as a heavily discounted way to enjoy the Cayenne’s silky eight-speed Tiptronic, bulletproof platform, refined chassis dynamics, luxurious cabin amenities, surefooted all-wheel drive, accurate steering feel and impressive braking capabilities at less than half the cost of the Cayenne Turbo.

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After Tech art revealed their customization package for the new penamera, is time to move our attention to Lumma Design, who revealed today the first details on their tuning program for the luxury sedan.

But compared to the German tuner, Lumma Design is coming with an aggressive wide body kit with fender extensions, side skirts, new hood with air outlets, new bumpers, new rear wing and rear diffuser with quad exhaust pipes.

Further more, the ride height has been lowered by 35mm and the engine will be tuned to deliver around 700 hp.

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Porsche 911 Type 997 GT3 RSR 2011

Porsche profits from the year-end to unveil the 2011 edition of 911 in racing outfit, the GT3 RSR. Not really innovate in relation to the 2010 version will always remain valid and in fact.

The 2011 version is especially change the aerodynamics of the car body parts with slightly redesigned and improved.

Porsche 911 GT3 RSR 2011

Porsche 911 GT3 RSR 2011

Porsche 911 GT3 RSR 2011

Porsche 911 GT3 RSR 2011

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Porsche 911 GT2

Porsche 911 GT2

Porsche 911 GT2

Porsche 911 GT2

Porsche 911 GT2

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But compared to the German tuner, Lumma Design is coming with an aggressive wide body kit with fender extensions, side skirts, new hood with air outlets, new bumpers, new rear wing and rear diffuser with quad exhaust pipes.

http://www.theautoabc.com/ provides the latest auto reviews and pictures.

Frankfurt: 2010 Porsche 911 Turbo and 911 Sport Classic

PORSCHE, Frankfurt 4 models in the world, unveiled a model in Europe. 911 Turbo, 911 GT3 RS 911 GT3 Cup like in the motor sports and only 250 units will be produced to showcase 911 Sport Classic for the first time was in Frankfurt.