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The most dramatic change lies inside. Nothing will be familiar to current owners, except the grab handles. The instrument panel continues to place the tachometer in the centre flanked by a quartet of gauges. There is a massive, 31-cm-wide, high-resolution screen in the centre of the dash for infotainment functions. All those buttons on the centre console, have been replaced by a single flat panel with touch controls. Since this is a Porsche, let鈥檚 look at the parts that matter 鈥?the engine, suspension and brakes. The Cayenne S has a new 2.9-litre twin-turbo V6 producing 434-horsepower and 406 lb.-ft. It replaces the 420-horsepower, 3.6-litre unit used previously. The Turbo model gets a 4.0-litre twin turbo V8 used in the Panamera. It puts out 541-horsepower and 568 lb.-ft. It can propel the Cayenne from rest to 100 km/h in less than four seconds. The outgoing Turbo had a 4.8-litre eight. Up front, the double wishbones have been replaced by a new multi-link arrangement. The track has grown 44 mm. Staggered (front/rear) width wheels are used across all model and trim levels ranging from 19-22 inches in diameter.
A three-chamber air suspension is standard on the Turbo, and available on the S. Rear axle steering, as used on the Panamera, has been brought to the Cayenne. Porsche鈥檚 dynamic chassis control system uses active roll bars to keep the vehicle flat in the corners. A 48V electrical subsystem adjusts the anti-roll bars to counter roll or dive. Porsche is known for its powerful and fade-free brakes. The new Cayenne S comes with six-piston calipers up front clamping 390-mm discs, and four-pistons and 330-mm discs at the rear. The Turbo model gets gigantic 415-mm discs in front clamped by 10-piston calipers. The rears are 365-mm in diameter, and four pistons apply the pressure. The Turbo is available with the latest advance in braking technology 鈥?Porsche surface coated brakes. The cast-iron discs have an elaborately-applied tungsten-carbide coating. They promise faster response, greater friction, all-but-complete lack of brake dust and 30 per cent longer life.
Once broken in, they gleam with a smooth mirror-like finish. To emphasize the lack of dust, the calipers have a pure white finish. 3,900 in the S and are standard on the Turbo. Another piece of technology brought over from the Panamera is a four-mode adaptive roof spoiler. It lies flat for maximum aerodynamics, rises slightly to minimize buffeting at speeds greater than 160 km/h. And to full height to act as an air brake. I have a thing for headlights. As one who has taught and preached the need to look well down the road, darkness and headlights have been a problem. The gradual move from tungsten to halogen, to HID, and most recently LEDs, as light sources has been appreciated. A few years back, in a test lab in Germany I witnessed nirvana 鈥?headlights consisting of dozens of LEDs, all of which could be individually activated. This allowed the use of camera and radar technology to shine light where it was needed 鈥?and extinguish it where it was not.
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