2020 Porsche Cayenne Turbo - Perfect SUV

2020 Porsche Cayenne Turbo - Perfect SUV https://youtu.be/_GOMmcjgeHo


the 2020 Porsche Cayenne Coupe – is no coupe at all. It's essentially an additional body style to the standard Cayenne, but brings with more style, additional sporty elements, and dare we say, 911-like characteristics.
Where the BMW X6 and Mercedes-Benz GLC Coupe ok too cartoonish, the Cayenne Coupe is striking. It's a restrained alternative to its brutish Bavarian siblings and borrows most of its cues from the already handsome standard Cayenne. Squint hard enough and you'll notice the updates to the front fascia, particularly on the lower portion of the bumper.

But even with the similarities, around 30 percent of the Cayenne Coupe's components are brand new. The hood, front fenders, front door skins, and lights are the only carryovers from the standard model. The Coupe is 1.2 inches longer and 0.7 inches wider than the standard Cayenne, and it's generously styled rear haunch is reminiscent of the Macan and Panamera. There's an abundance of "shelving," or angles in the sheet metal that extend out in order to accentuate the vehicle's curvature. But even with serious sloping and a drop in cabin space, the design changes don't make the cabin feel cramped.
Porsche lowered the rear seats by more than an inch, yielding a healthy amount of headroom for your six-foot-tall author. The backseat feels especially airy with the standard panoramic glass roof, and even more comfortable with the optional Houndstooth two-tone cloth and leather seats, and sport buckets over of the standard rear bench (as part of the Lightweight Sport package, and $11,570 option). Up front, the same highly configurable 12.3-inch central touchscreen and dual 7.0-inch instrument cluster displays carry over as part of the latest Porsche Communication Management (PCM) system.

On the outside, the Lightweight Sport package adds lightweight 22-inch "GT" alloy wheels (which shed 4.4 pounds over to the standard setup), a carbon-fiber roof replaces the standard glass one, and three – that's right, three – spoilers are located out back depending on how you spec it. A pronounced two-piece wing sits atop the upper portion of the bodywork with the Lightweight Sport package, as does a second, more subtle carbon-fiber lip spoiler just above the badging. And at 56 miles per hour, an electronically actuated third spoiler extends out five inches from under the rear windshield, as if to say, "look at me I'm a sports car." For all of its subtleties elsewhere, we love the Cayenne Coupe's triple spoiler treatment and its ridiculous rear end.

But those additional wings and extra carbon-fiber pieces serve a purpose outside of design. The Cayenne Coupe with the Lightweight Sport package (as the name suggests) loses up to 48 pounds with things like carbon-fiber roof option ticked. And that weight loss pays off on the road.
We hit the tight, twisty roads of southern Austria in all three variants of the Cayenne Coupe: the base model, the mid-range S trim, and the high-po Turbo. Each one with their own unique set of characteristics, but all are essentially carryovers from the standard Cayenne model line.

With a turbocharged 3.0-liter V6 producing 335 horsepower and 332 pound-feet of torque, the base Cayenne Coupe is the baby of the bunch. But it's far from underpowered, taking a manufacturer-estimated 5.7 seconds to hit 60 miles per hour. Push it in Sport and Sport Plus modes, and the Cayenne Coupe feels capable and confident. A responsive steering rack and firm suspension allow us to fling it around pretty quickly. Mash the gas pedal – power routes through an eight-speed automatic transmission – and the only downside is that the base model feels just a pinch underpowered against its hotter siblings.

The S model is the stand-out of the group thanks to its impressive blend of power and agility. The twin-turbocharged 2.9-liter V6, producing 434 horsepower and 406 pound-feet of torque, yields a big uptick in power over the base Cayenne Coupe, and an upgraded 60 mph time of 4.7 seconds. Pop it into Sport or Sport Plus, and the S transitions from capable-for-a-crossover to sports-car-like. Its steering is heavier and more responsive, the suspension stiffens up, and the engine now responds more aggressively to throttle inputs.

We could do without the optional Porsche surface coated brakes, though, which reduce dust by 90 percent, but don't modulate well at lower speeds, and feel too grabby at high speeds. For $3,490, they aren't worth the upgrade over the standard steel brakes.