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.

The six-cylinder Porsche Cayenne is hardly the automaker's crown jewel, but it's frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can't hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama's Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What's under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition? Find out after the jump.

Porsche will offer four different Cayenne models in North American in 2011: Cayenne, Cayenne S, Cayenne Turbo and Cayenne S Hybrid. (We don't get the Cayenne Diesel, but don't get us started.) In typical Porsche fashion, the automaker introduced its top-level models first with the arrival of the eight-cylinder Cayenne S and Cayenne Turbo in May, while the just-released six-cylinder Cayenne (and the Cayenne S Hybrid) won't be unveiled at your local dealership until this Fall.

While the world is just now getting its hands on it, the arrival of the six-cylinder model has been anticipated for some time, but its powerplant specifics have been largely shrouded in mystery. With an all-new Porsche-developed 3.6-liter V6 on the table (recently fitted to the Panamera), the automaker had a choice between its own engine and an updated version of the carryover Volkswagen-sourced 3.6-liter unit. Economics won the battle, so the standard Cayenne will once again share powerplants with the Volkswagen Touareg.



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). While the Volkswagen variant makes 280 horsepower, Porsche engineers tweaked the tuning and gifted the engine with a new intake manifold to customize it for duty in the Cayenne. The result is a bump to 300 horsepower (at 6,300 rpm) and 295 lb-ft of torque (at 3,000 rpm). Bolted to the back of the engine is a standard 6-speed manual transmission (yes, a manual transmission). We didn't get a chance to try it, as our test models were fitted with Porsche's excellent new eight-speed Tiptronic S automatic transmission. In both cases, power is sent to all four corners of the SUV through an electronically-controlled all-wheel drive system. There is no low range case anymore, as Porsche says the lower gears are sufficient for serious off-road travel. Even with six-cylinder power, the Cayenne is rated to tow the same 7,700-pound trailer as its siblings.

Aside from the missing cylinders, the six-cylinder Cayenne models also wear slightly smaller standard brakes. The fronts are six-piston aluminum monobloc calipers (painted black) on 13.78-inch iron rotors, while the rears are four-piston calipers on 13-inch iron rotors. Porsche's composite ceramic brake (PCCB) system is optional (and obvious to everyone within eyesight with its huge metallic rotors and yellow calipers). Steel springs and gas pressurized dampers are standard, with air suspension and Porsche Active Suspension Management (PASM) optional.



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.

The lighter powertrain pays off at the scales. The Cayenne SUV weighs just 4,399 pounds, undercutting its sibling Cayenne Turbo by nearly 400 pounds and leaving the competition in line at Jenny Craig, with the Mercedes-Benz ML350 coming in 330 pounds heavier and the six-cylinder BMW X5 lugging around an extra 531 pounds.



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.



Acknowledging that it has less mass to haul around than its predecessor, the 0-60 mph sprint now takes about 7.5 seconds, putting it decidedly mid-pack among its competitive segment. Most importantly, with excellent gearing down low, you won't miss the V8 or Turbo under 45 mph as the six-cylinder Cayenne moves off the line enthusiastically thanks to the aforementioned eight-speed Tiptronic tranny.

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.

The assertive base price means the entry-level Cayenne is priced in the thick of its European competitors, including the six-cylinder BMW X5 ($45,800), the six-cylinder Mercedes-Benz ML-Class ($45,700) and the six-cylinder Audi Q7 ($46,900). The Porsche offers more power than the Audi and Mercedes, but BMW's new-for-2011 twin-turbo 3.0-liter under the hood of the X5 xDrive35i is stronger than the Cayenne's 3.6-liter.



Porsche does not offer a "token" third-row seating option (like BMW and Audi), but its second-row seats slide on rails and the seatbacks recline/fold making the interior both accommodating and very configurable. To its dynamic advantage, the Porsche has the most modern and lightest platform. And, thanks to its Panamera-inspired interior, the Cayenne's cockpit is arguably the most luxurious and inviting of the foursome, too.

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.

The Panamera sedan is currently basking in the brand's sales-leading spotlight, yet the Cayenne will undoubtedly take back its top position when all the models fill the showrooms later this year. Unlike its predecessor, whose owners were often accused of driving the overweight SUV solely for the polished gold, maroon and black badge emblazoned on the hood, the new six-cylinder model is an agile, attractive and well-mannered gentleman. While it may not run as quickly as its athletic siblings, this Cayenne is stout enough to be distinctive on its own – with or without the Porsche crest leading its way.

Review: Audi A5

With the introduction of the A5 for 2008, Audi launched itself into a vehicle segment it had never competed in – one which has waned significantly over the past two decades. Not so long ago, the personal luxury coupe was one of the top selling segments in the U.S., but for a wide variety of reasons, the overall sales picture left it behind.

Now you might ask yourself, "How is an A5 in any way similar to the likes of a 1970s-era Chevrolet Monte Carlo or Ford Thunderbird?" At first glance, the A5 is something completely different, but when you dig below the surface, there are more similarities than one might think – particularly when considering the 2.0T model. Except for a few NASCAR-inspired specials, PLCs of the 1970s weren't typically performance machines anyway – they focused more on style and creature comforts. And it's here where the A5 delivers.


Over the past two decades, Audi has been steadily climbing the ranks to become one of the preeminent automotive design houses. Concepts through the 1990s and the 2000s included the original TT and Nuvolari showed that Audi was capable of delivering more than bland German executive lunchboxes. The real explosion began when the first-generation TT entered production, and ever since, Audi's lineup has grown bolder with each successive model. The birth of the A5 brought mainstream Audi design to a whole new level, and it's fair to say that not only is this coupe is among the most attractive Audis in existence, it's probably one of the best looking coupes we've seen in decades.

While the high-powered S5 coupe and cabrio balance sophistication with performance, the reality is most A5s are powered by a much milder 2.0-liter TFSI inline-four. But that's not necessarily a bad thing. Larger coupes have almost always been more about style than substance, but all vehicle segments evolve over time, and the coupe market has proven no different. Over the years, mass-market brands looking to flesh out their lineups have embraced coupes as a way to add new variants of existing models without ballooning costs. The result was a proliferation of "coupes" that were often little more than two-door sedans that sacrificed ease of rear access without adding any real style. Worse yet, American personal luxury coupes became baroque and grotesque, and ultimately, a lack of substance contributed to their eventual demise.



We've become quite familiar with the A5's shape over the last several years and it's holding up incredibly well. Sharing the same mid-sized B8 platform as the A4 sedan/wagon and Q5 crossover, the A5 is clearly a modern Audi. However, the A5 has unique dimensions and proportions from its siblings, being lower, longer and wider than the A4 sedan, while riding on a shorter wheelbase. Combined with the 19-inch wheels, the overall effect is a more voluptuous effect than its sedan sibling.

The interior of the A5 will be instantly recognizable to anyone familiar with contemporary Audis. Two large primary gauges flank a central information display where the driver can page through an array of data. Everything from fuel economy to iPod tracks are directly in front to minimize looking away from the road. Our A5 tester was blessed with the Sport Package's optional front chairs, and their enhanced lateral bolstering and manually extendable thigh bolsters were more than welcome. The thick-rimmed steering wheel is grippy and adjustable for both reach and rake.



The racier roofline of the A5 means that the driver's hip point is commensurately lower. It's still nowhere near as sunken as the perches of most sports cars, but the A5 may not be ideal for those with mobility issues. As you might expect, access and accommodations in the rear seats aren't exactly commodious, although rear headroom is adequate (we managed to stuff a six-footer in back), anyone with longer-than-average legs may have an issue fitting comfortably in the back. At least there's a switch that motors the entire front seat forward, allowing rear passengers some latitude to control their own limited leg room.

While we are generally loathe to turn down more power, it makes sense to us that the best-selling member of the A5 family – by far – is powered by the Volkswagen Group's sweet 2.0-liter TFSI inline-four, putting out 211 horsepower and 256 pound-feet of torque. In this application, Audi's TFSI system includes a turbocharger and direct fuel injection, the latter of which allows the use of higher compression ratios and boost pressures without triggering piston-destroying knock. As a result, the relatively small engine can generate some serious torque over a broad rpm range, delivering power levels that would normally necessitate the application of a larger and less efficient engine.



A normally aspirated and direct-injected 3.2-liter V6 is also available, but while it produces 265 hp, it's down on torque to the inline-four with just 243 lb-ft. Further, the beefier powertrain adds an extra 200 pounds of heft, so you gain nothing over the four-cylinder model in performance and consume more fuel at the same time. With the extra weight hung out over the front axle, you also don't net anything in driver engagement, especially in North America, where V6 is paired exclusively with six-speed automatic transmission. The bottom line? Both models accelerate to 60 miles per hour in 6.4 seconds and you stand to have more fun getting there in the 2.0T, though one could certainly argue that the V6 makes a more appealing noise.

The best driver-oriented combination in the A5 family is also the least expensive – the four-pot paired with Audi's six-speed manual gearbox. The manual remains one of our favorites 'boxes thanks to its slick action and short throws. The clutch travel is smooth and predictable, making it easy to manage in stop-and-go traffic. Combined with the 2.0T's surprisingly robust torque curve, this combination provides some flexibility to drive in traffic without constantly rowing through the gears. The four-cylinder A5 may not win any drag races against some other sports coupes, but the DI turbo has more than enough grunt to instantly carry out passing maneuvers on a two-lane road without triggering any undue anxiety.



Another benefit of the entry-level drivetrain is its more desirable weight distribution. Along with the 40/60 front-rear torque split of the latest Quattro all-wheel-drive, there's remarkably little understeer compared to past Audis. Unlike the S4, the A5 doesn't feature Audi's trick torque vectoring rear differential, but buyers looking to push their coupe hard enough to notice will probably opt for the higher-performance model anyway. One thing every driver will notice, however, is the electro-hydraulic power steering assist. It's a tad light at low speeds, but firms up beautifully as speeds increase and has no disconcerting on-center dead zone.

Our A5 tester wasn't equipped with Audi's Drive Select, a system that includes variable damping and steering ratios, but it wasn't missed. On this model, the balance of spring and damping rates made trudging along the rough pavement of mid-Michigan a pleasure, without sacrificing dynamic responsiveness in the process. At 3,583 pounds, the A5 isn't a featherweight by any means, but Audi seems to have used the mass effectively to ensure it has built a solid structure. Even over the worst roads, the coupe remained tight and rattle-free.



With its graceful lines and classic proportions, the 2.0-liter A5 coupe really is the modern incarnation of the personal luxury coupe, albeit without the indulgent proportions, consumption and garishness of its 1970s antecedents. The A5 provides a great-looking ride for a couple while accommodating two more in a pinch. Its performance would have humbled pure sports cars not too long ago, and despite its small engine, even in moderately aggressive driving, it never feels like it's breathing hard. Even with little consideration for economy, our 2.0T-powered A5 returned a very respectable 25 miles per gallon in mixed driving.

As of mid-2010, Audi remains the only premium European brand offering four-cylinder engines in the U.S. market, and its consistent growth over the last several years indicates it may be on to something. Mercedes-Benz and BMW have both indicated that they will bring four-cylinder (and in BMW's case maybe even three-cylinder) engines back to their respective lineups in the coming years. You might think that a premium car with a four-banger might be just a loss-leader special, but Audi is showing it doesn't have to be so. At $44,750 including Premium, Sport and Navigation packages, the A5 is not inexpensive, but it's an attractive alternative to six-cylinder coupes like the BMW 3-Series, Cadillac CTS, Mercedes-Benz E350 and Infiniti G37, while providing better fuel economy to boot.

2010 Chevrolet Silverado Hybrid

For every engineering stroke of genius out there, there are a million duds – projects that someone slaved over in good faith, only to realize that someone else had already come to market with a superior and/or more viable alternative. Both the electronic and automotive industries are awash with tales of second-place finishes in two-man races. Blu-ray vs. HD DVD, VHS vs. Betamax and Oldsmobile vs. Edsel are all stories of outright champions and also-rans. It's rarer, however, to see a company build and sell an ugly duckling right alongside the varsity all-stars of the family, which is exactly what General Motors has done with its 2010 Chevrolet Silverado Hybrid.

It's clear that GM desperately wants to mix the seemingly unblendable worlds of full-size pickup trucks and hybrids with its electrified Silverado, and to some degree, they've succeeded. Yes, our tester has a bed, four-wheel drive and a meaty V8 up front. And yes, it packs an electric motor and a mammoth battery pack. But the finished product feels like the road-going equivalent of a spork – a utensil to be used as a last resort. The only problem is, there are far better alternatives, many of which are available from The General's stable.

For 2010, the Silverado Hybrid is nearly indistinguishable from its conventional cousins. Chevrolet designers have finally deleted the gaudy HYBRID decals we saw slathered down both sides of the cab when we first drove it early last year, and we couldn't be happier. The fenders and tailgate still wear attractive hybrid badges, but otherwise, the truck is largely interchangeable with its less expensive family members.

By now, the world has largely made up its mind on the merits of the new's Silverado styling, so we won't waste anyone's time by nitpicking. However, we note that the pickup's hybrid nature has dictated an emphasis on improved aerodynamics for better mpg numbers, so this Silverado wears a low-hanging front airdam that shivers at the thought of steep parking lot entrances and gets hung on most parking barriers. This, on a four-wheel drive model.



Things don't get much better inside. We typically wait until the end of a review to beat you over the head with a vehicle's MSRP, but in this case, it's important to point out that our particular 2010 Chevrolet Silverado Hybrid carried a sticker of $41,490 without destination charges. Throw in the $995 it takes to get the truck to your local dealer and you're knocking on the door of $43,000 – without a single option. Our tester carried cloth seats, acres of cheapish plastic dash materials and not much else. We did have the benefit of dual-zone climate control, power windows and locks, along with satellite radio, but at this price point, that's like saying the vehicle also comes with windshield wipers. It damn well better.

But don't get us wrong. We completely understand that this is a truck, and that trucks are meant for working. But if this was meant to be a bare-bones work vehicle, it probably wouldn't cost more than a BMW 335i. In order to spend this kind of change on a half-ton truck, we expect leather seats, some sort of navigation other than OnStar and a rearview camera. At least. As long as we're wishing, a power-sliding rear window wouldn't hurt our feelings, either.



The good news is that Silverado Hybrid interior is identical to the standard Silverado. The steering wheel is the exact same unit you'll find in nearly every other GM truck, and while it feels a little thin for such a behemoth, it does its job just fine. We still feel that the steering wheel-mounted GM audio and cruise controls are some of the easiest to use of any vehicle out there, and that doesn't change simply because the pieces have made their way to a pickup. Up front, the seats are comfortable enough for short stints, but start to become uncomfortable after two or three hours on the road. One of the Silverado Hybrid's big strengths is its ability to carry up to six passengers thanks to a center console that converts into a middle throne. We have a hard time imagining burly construction workers getting cozy in the front row, but hey, you never know.

And what about the hybrid drivetrain? First, we have to say that this is the best sounding hybrid on the planet. GM has mated its tried-and-true 6.0-liter V8 to a two-mode hybrid system for a combined 332 horsepower and 367 pound-feet of torque, and when you roll onto the throttle, you're rewarded with the kind of delicious cacophony that can only come from a pushrod mill. Doing so completely misses the point of the rest of the eco-savvy tech onboard, of course, but what can you do?



The Silverado Hybrid can drive up to 30 mph on all-electric power thanks to twin electric motors mated to a variable planetary gear system in the four-speed automatic transmission, and a 300 volt nickel-metal hydride battery pack serves up all the necessary power. GM has also fitted the big V8 with a few fuel-saving tricks, including cylinder deactivation and an auto-stop system, and the result is an EPA-rated 21 mpg city and 22 mpg highway. 21 mpg combined actually sounds pretty good until you realize that the non-hybrid Silverado 1500 manages 18 mpg highway and 13 mpg city – that's 15.5 mpg combined – costs $10,000 less and can tow up to 9,500 pounds. Opting for the hybrid drivetrain will cut your towing capacity to a measly 5,900 pounds, begging the question: Is 5.5 mpg worth the hit in functionality and cost?

Around town, the Silverado Hybrid is plenty comfortable to drive, though. The brakes are more than competent and power from either the electric motors or the big V8 is plenty for any sort of driving scenario. The auto-stop for the engine shuts down smoothly enough, and the 6.0-liter mill comes to life with the same kind of show that accompanies starting any V8. The grabby sensation of the regenerative braking system found on older full-size GM hybrid trucks has been all but extinguished, and the high seating position provides enough visibility to see over most low-lying structures. Unfortunately, that trend doesn't continue once you hit the highway.



Like most tucks, the Silverado Hybrid has fairly stiff rear springs designed to keep the tail up while hauling big loads, and the result is that you feel nearly every imperfection in the road surface. Expansion joints, potholes and pavement changes all get transmitted straight to your derriere as you drive. What's really curious is the truck's dampening isn't up to handling all of the weight of the vehicle. Drive through any dip in the pavement and you get the full motion-of-the-ocean effect. It feels like a Crown Victoria mated with a WRX STI and had one horrible, malformed child. After four hours in the driver's seat, we weren't sure which was going to give up first – our kidneys or our stomach.

General Motors had the opportunity to do something really impressive with the Silverado Hybrid, but what we got instead is a vehicle that has all of the right bones, but none of the followthrough to be really worth it. While the drivetrain tech is right where it needs to be for this kind of vehicle, the rest of the beast is still a big, heavy, quarter-ton truck. Instead of opting for a much lighter standard cab, GM bolted a hefty crew cab on the frame, complete with two additional doors for extra weight. Where are the composite fenders and bed sides? Where's the aluminum hood? Why is this truck still rolling on thick, 18-inch chrome wheels that weigh more than our first car? Why is the transmission still a four-speed instead of a more efficient six-speed, and why didn't GM go with its 4.8-liter V8 or even a V6 instead of the big 6.0-liter mill?



The short answer is cost. The General probably realized up front that the Hybrid was likely to be a fringe volume money loser, but in the end, it was more interested in being able to say that it's the only manufacturer with a hybrid pickup, so it pressed on regardless. We've been absolutely amazed at the amount of progress General Motors has made since emerging out of bankruptcy last year. The company has produced a wave of competitive, fuel-efficient models in short order, which is partly why we're so taken aback at how completely the Silverado Hybrid misses the mark. Given the plethora of genuinely capable, incredibly efficient trucks in the General Motors portfolio, we have a hard time imagining why anyone would opt for the Hybrid when it's time to sign on the dotted line.

Leaked sketch of upcoming Ducati power cruiser

Close your eyes and think of a Ducati motorcycle. Got it? Good. What's in your head? We'd guess something fast, beautiful and... red. That about right? Despite having roots firmly in the sportbike minefield, clearly the Italian motorcycle maker has its sights set on expanding its market share by entering into new and previously untapped markets. Evidence? We'll call the Multistrada Exhibit A.

And this sketch is about as strong an Exhibit B as you'll ever lay your eyes upon. Sometimes dubbed the Mega Monster by the motoring press, this sketch gives us an indication of what Ducati has up its corporate sleeves for the upcoming EICMA motorcycle show in Milan.

As you can see, a liquid-cooled Testastretta V-twin engine with the Multistrada 1200's 11-degree valve overlap angle, which smooths out power and improves fuel efficiency. We're expecting something over 150 horsepower in this application, and ride-by-wire and traction control will also be present. There's also a single-sided swingarm holding an absolutely massive rear tire (spy shots indicate it'll be a 240, but we'll see), USD front forks and monobloc calipers up front.

Naturally, Ducati's trademark trellis chassis is in full effect, in this case used for style and not really for substance. Ducati does indicate that the power cruiser will sport a reasonable 40-degree lean angle, but we have to wonder about the potential handling characteristics of a bike with a raked-out front end and wide-for-the-sake-of-style rear tire.

For what it's worth, assuming this bike is what we think it is, this is not the first time a European motorcycle maker has decided to dip a toe in the cruiser market. Way back in 1998, BMW released its R 1200 C range, and while the bike was much more technologically advanced than anything else on the market at the time (fuel injection, ABS brakes, telelever front suspension, single-sided shaft drive, etc.), it failed to reach the kind of sales figures hoped for by the German marque. We'll just have to wait and see how it all plays out for Ducati in November.