What Does That Mean, Exactly?

I need you to understand what it's like to drive this car. Engineers stretched the Cayman wheelbase by nearly 2.4 inches and widened the front track by 1.6 inches, and the result is a car with all four wheels pushed well to each corner. Thanks to shorter overhangs front and rear, total vehicle length has grown by a manageable 1.3 inches from stem to stern. That means it will take a keen eye to spot the machine's swell. Instead, onlookers are likely to first take note of the dramatic upkick from rocker panel to air inlet. Porsche calls the feature a "dynamic recess," and the contrasting black inlets really do shuttle air to the flat six mounted mid-ship. Up front, the Cayman S splits from its more demure Cayman sibling with larger front air inlets framed by black plastic strakes instead of the standard body color treatment. Base models are left to suffer with a black front splitter while the S trim gets a bit of paint on the lower aero. Around back, the two can be separated via the exhaust outlet, where the Cayman uses one tip and S gets the double barrel treatment.

Otherwise, the stern looks awfully familiar. Boxster fans will recognize the integrated lip spoiler stretching from tail lamp to tail lamp across the rear deck. The vehicle's mechanized spoiler, meanwhile, has grown in surface area by 40 percent to increase downforce at higher speeds. This youngest of the Porsche sisters is still the fairest of them all, 911 included. Designers did move the windscreen forward by nearly four inches, resulting in a finished product that looks a bit less like someone simply tack welded a roof onto the company's entry convertible. Still, the two cars share more than a few strands of DNA, and despite protests from engineers and designers alike, shoppers will inevitably look at the pair's third generation as two shades of the same hue. As if that were a slight. This car is drop-dead gorgeous in the flesh. With its lusty flanks and new, optional 20-inch wheels, the Cayman looks more mature than ever.

While purists can hem and haw all they like, the truth is the youngest of the Porsche sisters is still the fairest of them all, 911 included. Meanwhile, the cabin has remained largely untouched for 2014. Drivers will welcome the addition of new sport seats. The thrones manage to thumb that fragile line between support and comfort, serving up fantastic lateral support without cutting off circulation to the body's more sensitive environs over a long haul. If I could afford it, I'd have them for every seat in the house, toilet included. Standard trim serves up a set of manually adjustable buckets with Alcantara inserts, though our tester came rocking power adjustable seats dipped in leather. European buyers, meanwhile, get to option up to a set of carbon fiber, fixed-back race buckets capable of bonding the seat of your jeans to the car's chassis on a molecular level. Unfortunately, the gear doesn't pass crash safety in the US, though we hear Porsche is working on that one. Keep your fingers crossed.

Otherwise, the Cayman cabin features redesigned air vents, and the option sheet now comes packed with a 12-speaker Burmester sound system. By some engineering wizardry, the system turns out some 851 watts of power while tipping the scales at a scant 14.3 pounds. Regardless of whether or not you opt for the black-art stereo, odds are you'll appreciate the extra interior room over the second-gen Cayman. For 2014, the model boasts a total of 15 cubic feet of cargo area, up a little over half a cube overall. In addition, the longer wheelbase delivers a bit more leg room as well. As with most Porsche products, it's what you don't see that separates Cayman generations, starting with the chassis itself. The body shell is now 44-percent aluminum for the first time. The move slashed body-in-white weight by some 103 pounds while increasing torsional rigidity by a baffling 40 percent. What does that mean, exactly? Porsche says the base Cayman is now twice as rigid as the Boxster and substantially stiffer than even the 911, making it one of the most rigid sports car chassis in the world.

Both the 2014 Cayman and Cayman S bring extra muscle to the table. Our S tester came with a 3.4-liter flat-six engine pumping out 325 horsepower at a screaming 7,400 rpm and 272 pound-feet of torque from between 4,500 and 5,800 rpm. More impressively, the six can wrap its tach all the way to 7,800 rpm before hitting the limiter. While a six-speed manual transmission is standard equipment, our machine came equipped with the nutty-good PDK dual-clutch seven-speed transmission. Those who stick with the row-your-own can now look forward to rev-matched downshifts when in Sport mode. Hit the key and that menacing flat six barks and snarls before settling into a smooth idle. Engineers also turned a keen eye on helping the Cayman S get down from speed, and as a result, the coupe now features the same front brakes as the mighty 911 itself. But again, all that information doesn't so much as utter a syllable about how it feels to pilot this car.

How Fast Is This One, Exactly?

It used to be with The Cars, you got in, turned the key, and drove, stopping for gas on occasion. You had one driving mode, and life was simple. The 2019 Porsche Cayenne E-Hybrid is different. You have six driving modes, and life can be very complicated. Full Disclosure: Porsche flew me to France, put me up in a nice hotel and fed me for a couple days so I could drive the new E-Hybrid. Is this too many driving modes? Yes, this is too many driving modes. The car鈥檚 emergency brake also engaged twice in seemingly safe situations. But we鈥檒l get to all that. Let鈥檚 get through some basics first. And let鈥檚 remember Porsche is going electrified in a big way, with hybrid variants of this, the Panamera, more than likely the next-generation 911, and the fully electric Mission E鈥攁 supposed Tesla-killer鈥攃oming soon. How fast is this one, exactly? Porsche says it鈥檚 capable of going from zero to 60 mph in 4.7 seconds, and doing a quarter-mile in 13.3 seconds.

Top speed is 155 mph, or 83 mph using electric alone. This is reasonably quick for an SUV, but one feeling you can鈥檛 escape while driving is it is just how heavy the E-Hybrid feels. Some cars can be fast and yet feel slow. The E-Hybrid is fast and feels, well, not slow exactly, but definitely lumbering. The new E-Hybrid, probably most notably, will come with 22-inch wheels for the first time. These are big wheels! And though the cars I tested all had 21-inch wheels, when you get to wheel sizes that big, you might as well go one more. Both are massive and add to the overall impression that this car is not exactly here to make friends. Paddle shifters can also let you take control, but the thing about transmissions with more than, say, five speeds, is that they are tedious to drive with the paddle shifters. Better to let the car do what it was designed for, and cycle through the gears by itself.

Some notes on the battery, which is 14.1 kWh, but only 11 kWh of that is utilizable. With the standard 10-amp charger, the battery will recharge full in just under 8 hours, though a 32-amp charger is optional and will do the trick in about two and a half. I couldn鈥檛 blame him; the car was a glove that fit both of us鈥攖all, gangly men鈥攓uite perfectly. I suspect it would fit smaller people even better. Now, let鈥檚 talk about all those driving modes, as there is six of them. They are Sport, Sport Plus, Hybrid, E-Power, E-Charge, and E-Hold. Do you want something boring and safe and economical to ferry your children around? Sure, it can do that. Do you want something vaguely sporty and quick? The E-Hybrid is, you know, fine but more simulacrum of that than the genuine article. Do you want something that鈥檚 all-electric? The E-Hybrid can do that, too, though the range is will be less than most people need except for the shortest commutes. Further, in the course of driving, simple operation of the car is more complicated than any car need to be.

And then there was the emergency brake, which is designed to quickly stop the car if it senses danger up ahead. Twice, the Cayenne stopped the car at low speeds quite jarringly without any imminent danger up ahead, once at a roundabout, and again as we slowly approached a parked car from several feet away. If the system detects an impending collision, it will apply the brakes and stop the vehicle as quickly as possible,鈥?while also noting that the cars at the launch were preproduction models. So these might鈥檝e been glitches, in other words, but one couldn鈥檛 help feeling a little unnerved. The 2019 Porsche Cayenne E-Hybrid is a comfortable, powerful boat of a vehicle that has something in it for everyone. Will people buy it, or will they just opt for the standard S and Turbo models with more conventional powertrains? The power and fuel economy benefits here do make a solid case for this one. It makes you admire Porsche鈥檚 ambition while also questioning whether the engineers could鈥檝e made some more focused choices鈥攃utting down on driving modes in particular, to some that drivers are more inclined to use daily. I鈥檓 not even really sure this is Porsche鈥檚 fault exactly, since, for now, we鈥檙e stuck in the weird in-between of the past and the future, necessitating all these redundancies. I鈥檒l propose two modes next time: A good all-electric with a longer range, and then Super Crazy Sports Mode That Also Charges The Battery. For most people, driving conservative and safe and driving Super Crazy Sporty Feeling Your Emotions are the only two real modes.

How Exactly To connect Your Cell phone Through Bluetooth To Mercedes

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What鈥檚 Not Enough Exactly?

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Exactly What The Car Says Regarding A person

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