Porsche Cayenne test drive since 2010 SUV

Polot-field

Here he is! The most anticipated car of the beginning of the century. The fastest SUV on the planet. The most perfect and technological! Some even like him! Porsche Cayenne - From the other name, others will tremble and tears will perform ... But we are jeepers, we are not like that! We are porsche, that Bentley - you can’t scare loud names! At least not to death ... Porsche SUV was born in torment ... Piikhov financiers, who were poor, but talented pistons had imprudence to invite, almost broke the project without salt. Even a small scandal is known, during which the leadership of Volkswagen, just on the eve of the car, grumbled on the Porsche management, accusing of a short -sighted marketing policy. In fact, Porsche for forty years produced the same car, changing the details. And then, like a thunder among a clear sky - an SUV! Of course, old Porsche would approve such a revolutionary decision - he himself was a lover of shocking. But still Porsche on the off-road ... this does not fit in the head! So, maybe we will not go to off-rock at all. We converge around good asphalt and calmly go to drink coffee.
 
I don’t know what the corporate color of Porsche should be, but the anthracite black Cayenne is very going on. In reality, the car is much larger than in the photo or in motion. It is almost eighty meters in tall. I can only consider the roof on tiptoe. Almost 4800 mm in length and about two meters wide. And although the black color, as you know, does not make, the impression of a solid car is created, and even too much for Porsche. The external streamlines of the body at the level - nothing sticks out anywhere, the bumper is like glued, rounded sides, courageous stamping along the bottom of the doors and elegant wheel arches form a whole dynamic image. It feels a hidden force, but only from a certain angle of view. In general, Porsche Cayenne does not look so aggressive.
 
That it is still Porsche, only two details say in the cabin - the instrument panel and the steering wheel. Everything else is more reminiscent of Audi, especially A6 AlloD. Except seats. I don’t know, maybe, on all cars of the Porsche brand, the chairs should be so - sports and hard, but those that stand on Cayenne cause horror. I doubt that I could withstand a 300-kilometer distillation in them. Tough, ribbed and, despite decent support, flat. The range of four adjustments is more than sufficient, but it is difficult to find a convenient position. During the test, I changed the position of the driver’s chair many times, but I did not find a convenient position. Planting in Cayenne is a low - low, with elongated legs and hands. This is very good on the highway, a little worse in the city and is very bad on off -road.
 
But you forget about all the inconvenience, you just have to turn the ignition key, the castle of which is traditionally located on the front panel to the left of the steering column. And when you move the T-shaped lever of the 6-speed automatic box to position D and, waiting for the traffic of the lumen, you will press on the gas pedal ... one hundred kilometers per hour in five seconds. And since the time is relative and it is noticeably compressed at the wheel of the Porsche, then after such a start a special feeling appears. It seems that you begin to understand the plan of the Creator of this car. The sensation is repeated when at the congress with the highway you pass a bunch of steep turns, dropping speed up to 80 km/h. Tram! A real tram - like on rails! No demolition, even trends in skidding. Only once, frankly going at speed at a deaf U-shaped turn and with a disconnected stabilization system, I felt that the front end began to slip out. I had to sharply straighten the trajectory and tend to be braided. So, I can testify, Cayenne brakes are excellent. On the asphalt, on the mixture on the soft sand, everything is done correctly, activating ABS at the very last moment. Instead of a driver in critical situations, the PSM (Porsche Stability Managment) marce stability system works well, which integrated anti-aging ASR and anti-locks ABS mechanisms. So PSM not only slows down wheels, but also holds the engine. It is very difficult to let Porsche with an activated PSM fan, if at all. It is barely possible to start casting, as speed drops and inertia disappears. There is only one problem with the PSM disconnected - there is little space for the car.
 
The most fully hurricane engine temperament is revealed at the pseudoral control mode of the gearbox and, oddly enough, it sounds, in reduced gear. In the first case (and the steering keys allow you to change the transmission very quickly) an instant transition, say, with the sixth to the fourth and complete gas, Porsche is shot from 160 km/h to 200 km/h in some couple of seconds. Those who, a moment ago, rode in the stream on a par with us, suddenly freeze and remain somewhere in the distance. We no longer see them. They are not even in the rear view mirror! It is gratifying that the transition of a two hundred -kilometer line does not affect the car’s behavior. The wind whistles stronger in the front racks, and the sound of the motor becomes a little more booming, as if the sedimentary space suddenly increased. In fact, a lot has changed in the car in the car: the sensors, having registered a new movement mode, lowered the body a few more millimeters, the shock absorbers became tougher, the steering wheel seemed to be a lead, and even the music sounds louder. As for the movement on the lowered, and she, I remind you, the Cayenne is rather large - 1: 2.70, then this is what. Many noticed that in this mode it is difficult to smoothly move off, especially if the engine is painful. It must be pressed smoothly on the gas, otherwise the car will jump forward, swallowing the moment of touching the driven disk. However, you quickly get used to it and compensate for special delicacy. But Cayenne on the reduced begins the movement very smoothly. But before I had time to think about it, the turnover rose to 2500, the turbine turned on, and Porsche suddenly ka-ak jumps! This is what comes out: 450 liters. With. Yes, 630 Nm of torque, multiplied by a two -digit transfer of the transmission and erected to the extent of the atmospheres of the turbine, almost tore off the wheels in the slip on the dry coating, even with the most smooth press on the gas. What are they capable of in the snow and in the mud? In a word, the control of the right foot and the selection of the right tires for the owners of Porsche Cayenne, especially those who want to move off the asphalt, are priority tasks. In general, traveling off -road on Porsche is funny. It's like going to the racing track on Hummer ...
 
Of course, we did not dare to climb into the swamp, a serious track or dirt. Limited to sand and intersection. The off -road potential of Cayenne resembles the potential of the Communist Party from the heyday - all are active, always in the majority and everything is always for! It consists of a permanent all -wheel drive with an asymmetric conical differential, which is automatically or manually blocked by a multi -disc clowing; from the PTM (Porsche Traction Managment) anti -industrial system, which works separately with each wheel; The reduced row in the transmission and the pneumatic mechanism in the suspension that increases the road clearance. Adjustable shock absorbers are only theoretically able to improve patency. The car suspension is independent and in front and back, levers and subframes are quite massive, and the crows are covered from below. So on off -road with such a potential it would be necessary to go with pleasure and confidence ... If it were not Porsche!
 
Having gathered all our courage, we say from the smooth asphalt to the pampas trigger curve. The salon immediately sang, screamed! Of course, carrying the body, no matter how you amplify, everything will be not enough. Clapping from the roadway, we immediately put up the highest position of the body. It is easy to do this - I moved the sector lever how many divisions are needed and sit, while the pneumatic system breaks off its own. An inscription will appear on the scales between the devices: they say, you can go. Shock absorbers were installed on a comfortable regime. It is also simple. All management - three noticeable buttons Comfort, Normal and Sport - you will not miss. They have not turned on the lowering and locks yet - though a curve, and dry - why strain the transmission in vain. And I once again (in which?) I adjusted the seat, putting it more vertically so that the review was at least some. The streamlined form of the Cayenne body has positive qualities that appear on off -road: below the imaginary waterline, everything is tightened and selected, the bumper does not stick out, and the rapids do not interfere. The suspension with adjustable road clearance noticeably facilitates the cross -country movement. The range of its adjustments is impressive. The lowest level corresponds to 157 mm, which is convenient when planting and loading. In off -road, road clearance can be increased to 273 mm. The pneumatic suspension is small: 102 and 118 mm - compression -cut in front and 124, 125 mm - behind. With the maximum clearance, the indicators of the geometric cross -country ability are Cayenne - the angles of the entrance, congress and ramp - respectively 32.4, 27.3 and 24.7 degrees. Since 2003, Cayenne should appear options that will significantly improve the preparedness of the SUV for the off -road itself. This will be an independent from other systems, a one hundred percent forced blocking of the rear differential and the mechanism for disconnecting stabilizers of the peretial stability of both pendants. 60 mm will be added to their move. It is possible to automatically connect stabilizers when Porsche reaches a speed of 50 km/h. An additional steel protection will appear from below. Even universal rubber will fall into the options of options, maybe even categories of AT.
 
Having jumped on all kinds of small pardons to more or less serious obstacles, we began to activate the options remaining in the potential of the off-road. The box selector for neutral, the left lever responsible for the work of the handout, pushing forward. Under the feet, some mechanism with a slight click moves its insides. The red dot lights up, and the display reports that Reduction is included, that is, a reduced gear. He managed quickly - in about a couple of seconds! Now the lever again ahead, under the floor, something again moved quietly, and another red dot caught fire. The center differential was blocked - cheerfully reported the display. There is another point on the indicator, but no matter how much move forward, it remains dark - there is no blocking of the rear inter -axle differential on this machine. It's a pity. Cayenne weighs almost three tons, and we also need to see how the electronics will cope with the deaf diagonal and even on the rise.
 
Before us is two seventy -five -satimeter ditches, and now we are with a hopper diagonally. Like a tank! Here I rolled around the same places on the eight -wheeled conveyor here - the sensations are the same. Cayenne, like everyone else Porsche, is perfect, and the suspension move is small. So the next picture turns out. Earthly car overcomes waves as a boat - sea: lifting up one corner of the body, then the other. The wheels dangle in the air at a meter height. The anti -industrial system sings and cries! The center of gravity of the SUV is located very low, so the rolls are not afraid of it, and as a result, very spectacular figures come out. So we rolled into the first ditch, and one front wheel began to draw on the crest. While the center of gravity is below the critical point, Porsche will lift the nose with a margin of another front wheel. It was beginning to unwind, but quickly calm down the RTM. Electronics are triggered quite gently and neatly, but, of course, not as smoothly as, say, a differential of limited slippage or whiskey. Finally, the car climbs high enough, the muzzle outweighs, and it abruptly shifts forward, lifting one rear wheel already. The anti -industrial system noisily redistributes the thrust, while the transmission receives fair shocks and kicks. The situation is aggravated by the fact that the motor reacts very vividly to the gas pedal, and if you have moved a little by inertia or instinctively tried to rest, then the rift may be very tough. On bulk and extending surfaces, the main negative factor for Porsche is a large weight and explosive temperament of the motor. Even on the gravel, not to mention the sand, you can burst into a second. And you notice this when the wheels have already plunged almost to the disk. Fortunately, with accurate work with gas and a careful steering wheel, it will probably be easy to get out. However, I believe that there will be serious problems that are not too experienced in terms of off-road drivers on slightly carrying soils with Cayenne. The unpleasant property of electronic pseudo -assumptions is also manifested in the fact that the attempt to get out, holding even gas, leads to a periodic slip of those wheels that buried deeper. Graving brakes make the whole car swing and twitch. So on Porsche, this rocking in certain provisions falls into resonance, causing a breakdown of all the wheels with unnecessary squeezing the gas pedal and the gradual loss of control over the situation.
 
So our acquaintance with Porsche Cayenne, an SUV, sets the same high standards that were installed in their classes Range Rover and BMW X5, ended with Porsche Cayenne. An interesting and unusual car, requiring some special warehouse of life and a way of thinking. He does not tolerate compromises and is very expensive. A car from another measurement.
 
Text: Igor Gubar
 

Source: Magazine 4x4 [July/2003]