Porsche celebrated its 70th birthday by launching a sensational rendition of its first ever car, the 356 ‘No. 1’ Roadster from 1948, which immediately sent the prognostication crowd into a flurry of future production model forecasts about the brilliant new 2018 911 Speedster Concept. Fortunately those claiming its imminent reality were proven correct in a recent announcement, and this 2019 911 Speedster is the result, now available to order for $312,500.
To clarify, the new 911 Speedster is a 2019 model, meaning that it rides on the outgoing 991 version of the much-lauded GT3 Coupe, not the upcoming internally code-named 992, or 2020 911 that’s been in the news lately.
It’s safe to say the 1,948 fortunate buyers who will begin receiving their limited edition Speedsters later this year won’t care one iota about its rolling stock, because the 991 remains a particularly attractive variation on the 911 theme, and this new Speedster possibly the most stunning of all.
What’s more, the GT3 Coupe it’s based on won’t arrive in 992 guise for quite some time, and therefore the only way to get a 500 horsepower 4.0-litre six stuffed behind the rear axle, capable of a lofty 9,000 rpm redline and solid 346 lb-ft of torque, is to choose a current GT3 or opt for the immediately collectable Speedster, the latter actually good for a slight increase to 502 horsepower thanks to throttle bodies from the GT3 R race car.
This results in a 4.0-second sprint from standstill to 100km/h, which is only 0.1 seconds off the blisteringly quick GT3’s time, while its top speed is claimed to be 310 km/h, 10 km/h slower than the GT3.
Factor in that the Speedster only gets Porsche’s GT Sport six-speed manual transmission, also pulled from the GT3 and saving four kilograms when compared to the seven-speed manual found in regular 911 models, and that acceleration time is even more impressive (paddle-shift operated dual-clutch automated gearboxes are usually quicker).
Along with the GT3 powertrain, which incidentally comes with dynamic engine mounts from the GT3, the Speedster also makes use of its agile race-spec chassis featuring a specially calibrated rear axle steering system, but that’s where the similarities end, with body alterations including lower cut front and side windows, two flying buttress-style “streamliners” formed from carbon fibre composite on the rear deck totally shielding the rear seats, a carbon fibre hood and front fenders, polyurethane front and rear fascias, and a lightweight manually operated cloth top.
Porsche was smart to gentrify this important feature for easier daily life, because the concept had a button-down tonneau cover that probably wouldn’t have gone over so well, while the Stuttgart company also removed the “X” markings on the headlights, which symbolized tape that was often used to stop potentially broken lenses from littering the racetrack with glass and puncturing tires; the deletion of the ‘50s-style gas cap found in the centre of the concept’s hood for quick refueling from overtop the tank; and a move to stock exterior mirror housings in place of the Talbot caps that were popular back when the 356 ruled the track. Classic 356 series enthusiasts can sigh a breath of relief that Porsche kept the gold-coloured “Speedster” lettering on the thick B-pillars and rear engine cover, however, but keep in mind you’ll only find them on an upgrade package (keep reading).
Just in case you missed all the carbon fibre noted earlier, the Speedster is as much about lightening loads as it is about power. In fact, the Speedster doesn’t even have standard air conditioning or an audio system (these are optional), but with performance as its sole goal it hits the road with a standard set of stronger, lightweight carbon ceramic brakes, featuring yellow six-piston aluminum monobloc fixed calipers up front and four-piston aluminium monobloc fixed calipers in the rear, these chopping a considerable 50 percent of weight from the regular 911’s cast iron discs. Circling the brakes are centre-lock Satin Black-painted 20-inch rims on UHP (Ultra High Performance) rubber.
The 911 Speedster’s interior gets the lightening treatment too, with new door panels featuring storage nets and door pulls instead of handles, while the standard black leather upholstery can be enhanced with red contrast stitching on the instrument panel and “Speedster” embroidered headrest badges. This upgrade also gets red door pulls, as well as a GT Sport steering wheel topped off with a red centre marker at 12 o’clock. The cabin also boasts a carbon fibre shift knob and doorsill treadplates, these latter items further improved with “Speedster” model designations.
The new 911 Speedster will can also be had with a Heritage Design Package, which looks much closer to the concept, as well as original 356 Speedsters from the 1950s. The package includes white front bumper and fender “arrows” over GT Silver Metallic exterior paint, plus the gold Speedster lettering noted earlier, and classic Porsche crests. Also, the racing-style number stickers on each side are optional, so if you don’t like them don’t worry, but if you do you can have Porsche customize them with your favourite number. Additionally, the Heritage cabin gets a few changes too, such as two-tone leather upholstery with an historic Porsche crest embroidered onto each headrest, while key trim pieces and the seatbacks come painted in body-colour.
If you’d like to add a Speedster to your collection, make sure to contact your local Porsche retailer quickly, and while you’re waiting for it to arrive, check out the duo of videos below:
The new Porsche 911 Speedster: First Driving Footage (1:13):
The new Porsche 911 Speedster: Highlight Film (2:10):
It was just last fall that we reported on the sensational Porsche 911 GT2 RS MR setting a street-legal lap record at the famed Nürburgring Norschleife, which only remained beaten by Porsche’s own 919…
It was just last fall that we reported on the sensational Porsche 911 GT2 RS MR setting a street-legal lap record at the famed Nürburgring Norschleife, which only remained beaten by Porsche’s own 919 Hybrid EVO modified World Endurance Championship (WEC) race car, and now the world’s most successful sports car manufacturer has set a new production vehicle record on the highly challenging Road America circuit in Elkhart Lake, Wisconsin.
The 6.5-km (4.04-mile), 14-turn road course combines plenty of high-speed straights, radically sharp corners and a fair number of elevation changes, and is therefore the perfect play area for any Porsche 911, although it’s even more ideal for the track-dominating 2019 911 GT2 RS.
In an attempt to remove the Road America lap record mantle from a GT2 RS privateer that laid down a scorching 2:17.04 banker last year, the 700 horsepower GT2 RS stole the limelight with a new record-setting time of 2:15.17 minutes, slicing almost two seconds (1.87 sec) off the previous lap record.
Making the day even more interesting, Porsche also showed what its 911 GT3 RS could do on the same track with the same driver, 24 Hours of Daytona and Le Mans class winner David Donohue. Despite being almost 200 horsepower less potent than the GT2 RS, yet given an even more alluring soundtrack thanks to a higher revving engine that nears 9,000 rpm at full song, the 911 GT3 RS pulled off a Road America lap time of 2:18.57 minutes, and needed just three laps to do so, which was one lap shy of what the GT2 RS required.
While tracking nearly four seconds off the pace would certainly look like a massive gap if the two cars were racing each other simultaneously, the GT3 RS’ ability to stay as close as it did on a track with such long straights and numerous 90-degree turns says a lot about its cornering prowess.
Both the GT2 and GT3 RS were shod with road-legal, Porsche-approved Michelin Pilot Sport Cup 2 R N0 tires, which are optional upgrades for RS owners, while this event’s lap time was recorded and validated by Racelogic, as was the vehicle telemetry.
Also notable, this 911 GT2 RS set another production car racetrack record at the even more circuitous Road Atlanta circuit in Braselton, Georgia last month with Randy Pobst at the wheel, this time delivering a lap time of only 1:24.88 minutes, which outpaced the previous record-setting Corvette ZR1 by almost 2 seconds, as well as the previously noted Porsche 911 GT3 RS by 1.36 seconds.
It seems like Porsche is smashing global track records at an unprecedented pace lately, no doubt because of this car’s eventual retirement when the all-new 2020 911 arrives later this year. Then again, being that a new GT2 RS based on the redesigned 911 is probably not going to arrive anytime soon, we’ll likely see more broken track records by the current model in the coming months.
While we’re waiting for these to make news, make sure to check out our comprehensive photo gallery of the 911 GT2 RS and 911 GT3 RS on the Road America and Road Atlantic tracks above, plus in-car videos of these record-breaking events below:
Porsche 911 GT2 RS sets production car lap record at Road America – David Donohue onboard camera (2:25):
911 GT3 RS completes Road America lap in just 2:18,57 minutes (2:28):
Porsche 911 GT2 RS Record Lap at Road Atlanta – Highlight Film with Randy Pobst Onboard Camera (2:18):
Porsche 911 GT2 RS sets production car lap record at Michelin Raceway Road Atlanta (1:39):
Onboard video of the 911 GT3 RS at the Michelin Raceway Road Atlanta (1:36):
What would you do? Despite having long since closed off my 2018 model year reviews thanks to most manufacturers’ 2019 models having been available since fall of last year, I was staring at the keys…
What would you do? Despite having long since closed off my 2018 model year reviews thanks to most manufacturers’ 2019 models having been available since fall of last year, I was staring at the keys of a nicely outfitted 2018 Porsche Macan, and it only made sense to drive it. Then again, if I drove it I’d need to review it, and here we are.
Fortunately for me the refreshed 2019 version is a late arrival, starting to show up at Porsche Canada dealers as I stare at another set of keys while hammering out this last-minute review. It’s also good the Stuttgart-based brand made sure that its retailers were well stocked with 2018 Macans, a fact that still makes this somewhat late arrival of a road test review relevant. I’m ok with that if you are, and besides, it’s not like the 2019 model is a radical departure from this 2018 version anyway.
That said, toward the end of this 2018 Macan review I’ll make sure to point out a few notable changes made to the new 2019, so you can decide what matters most when choosing your new Porsche SUV, because it’s probably safe to say you’ll be able to get a better deal on the outgoing model than the refreshed version, not to mention that it’s even more ok than usual to purchase a one model-year older vehicle when factoring in Porsche’s much better than average resale values.
First off, both 2018 and 2019 Macans qualify for sportiest compact luxury SUV status, and saying that I’m not forgetting about some pretty impressive iron currently available, or should I say aluminum when referring to some of its challengers, particularly the Jaguar F-Pace and Range Rover Velar (the Macan utilizes an aluminum hood and liftgate, plus elsewhere it uses an assortment of high-strength micro-alloyed steel, multi-phase steel, deep-drawn steel, and boron-alloyed steel).
Yet there’s also the new steel-bodied Alfa Romeo Stelvio (I drove the Ti Sport AWD and it was loads of fun, and on that note the 505-horsepower Quadrifoglio might even impress more than the Macan Turbo, but I’ll reserve judgment until after I’ve spent time behind the wheel), plus the recently renewed Audi SQ5, BMW’s X3 M, and Mercedes-AMG’s dynamic duo, the GLC 43 and 63 S, while I should also give honourable mentions to the new Acura RDX and Infiniti QX50 that do an admirable job of performing off the line and through the curves when sidled up beside the base Macan I’m reviewing here.
Still, even this entry-level Macan delivers a higher level of performance feel than these very worthy rivals, the sound of rasping exhaust and the quick-shifting response of its seven-speed dual-clutch automated PDK transmission, which comes complete with steering wheel-mounted paddle shifters, a far cry more engaging than most anything it’s put up against.
This most basic of Macans receives a direct-injected and turbocharged 2.0-litre four-cylinder engine endowed with VarioCam technology and kinetic energy recovery that’s capable of 252 horsepower and 273 lb-ft of torque, the former number about average for the class yet the latter more than most rivals provide. This results in a spirited 6.7-second sprint from standstill to 100km/h, or 6.5 seconds when upgraded with the $1,500 Sport Chrono Package that incorporates a set of Sport and Off-Road buttons within the drive mode selector, plus launch control and a special performance display within the infotainment touchscreen. The Macan’s standard Active all-wheel drive made the most of the road surface below, feeling especially controlled when accelerating around corners.
My tester wasn’t upgraded with the Sport Chrono Package, however, nor did it have the $1,560 Porsche Active Suspension Management (PASM) system that boasts an electronically variable active damping system with Comfort, Sport and Sport Plus modes, or the even more advanced $3,140 Air Suspension that also includes PASM, or a number of other performance upgrades, but nevertheless it drove brilliantly, with good jump off the line and superb stability when flung through corners, its standard aluminum double-wishbone front suspension and multi-link rear setup fully living up to the legendary crest on its hood and scripted name on its backside.
My test model did include $790 Lane Change Assist, however, one of many advanced driver assistance systems that are less about hands-on performance and point more toward a future of hands-off relaxation, albeit this one merely provides warning if the Macan wanders from a chosen lane, veers off the road, or if a vehicle comes up to its side when a turn signal is engaged. Another $790 buys Lane Keeping Assist, which momentarily takes control at speeds of 65 km/h and higher when such circumstances occur, while my tester also included $1,650 adaptive cruise control, a must for those who travel long distances.
Other extras included a $2,230 Garnet Red leather package that also adds $1,960 14-way powered front seats with memory, although it should be noted those upgraded buckets (sans the rosy colour treatment) are included with the $7,250 Premium Package Plus (and can be further upgraded to 18-way Adaptive Sport Seats for just $430) that also adds proximity-sensing access with pushbutton ignition, auto-dimming side mirrors, a panoramic glass sunroof, three-way ventilated front seats, three-way heatable rear outboard seats, terrific sounding Bose surround audio (or you can spend $5,370 more for the same package with the sensational 1,000-watt 16-speaker Burmester surround upgrade), Bi-Xenon headlights with the corner-bending Porsche Dynamic Light System (PDLS) (alternatively you can spend $1,340 more for the same package with full LED headlamps), while some standalone items included $1,890 worth of 19-inch Macan Turbo wheels wrapped in 235/55R19 Pirelli tires, and lastly a set of black roof rails for $440, with all the additions totaling $14,250 for a final price of $68,350, not including one of the least expensive freight charges in the industry at $1,250.
I haven’t even scratched the surface as to all you can get with the Macan if you’d like to load one up, nor for that matter all that comes standard for its base $54,100 entry price, this number making it the most affordable Porsche model in Canada, but suffice to say it’s nicely outfitted with 18-inch alloy rims, fog lights, LED tail lamps with adaptive brake lights, an electromechanical parking brake, one of the nicest heatable leather-wrapped multifunction steering wheels in the industry (I love the thin spokes and superb switchgear), a colour multi-information display that shows a map when set to navigation plus plenty of other functions, rain-sensing wipers, a HomeLink garage door opener, power-adjustable and three-way heated front seats, tri-zone automatic climate control with active carbon and pollen filtration, a 7.2-inch Porsche Communication Management (PCM) infotainment touchscreen featuring standard navigation and a backup camera with active guidelines (the latter even including an overhead graphic of the Macan showing how close you’re getting to objects when parking via standard front and rear parking sensors), HD and satellite radio, and much more.
The standard Macan’s liftgate powers open automatically too, with the spacious cargo area good for 500 litres (17.6 cubic feet) of gear behind its ultimately utile 40/20/40-split rear seatbacks. I love this configuration compared to the more common 60/40 divide, even if the asymmetrical arrangement includes a centre pass-through, because you can load more skis and/or other long cargo down the middle when four are aboard. Porsche also includes a sturdy standard cargo cover to hide valuables, which can be removed when laying the rear seats flat, a process that opens up 1,500 litres (53.0 cubic feet) for serious cargo hauling capability. I know I’m getting all practical while talking about a Porsche, but while it’s true the Macan is amongst the sportiest in its class, at least in its highest trims, it’s also a perfectly useful tool for hauling family and gear.
Then again, calling something a tool that’s finished so impeccably inside doesn’t seem right either. The dash top was covered in red contrast-stitched leather, while a high-grade soft-touch composite material surfaces the bottom half of the instrument panel plus everything below the dash including the glove box lid and lower console sides. Likewise, the door panels are a mix of leather and pliable synthetic from top to bottom, while interior accents are mostly detailed out in satin-silver metal. Such hard trim elements aside, you’ll have a hard time finding any insubstantial plastic in this luxury SUV.
Of course, it’s wonderfully comfortable too. My tester’s 14-way seats provided plenty of power adjustments including four-way lumbar and extendable seat squabs. Porsche offers a lot of steering wheel reach and rake too, allowing me to get completely comfortable with the driver setup, which instilled a sense of controlled confidence even before setting out.
Likewise rear seating is roomy and accommodating, with the outboard positions both fully supportive to provide the comfort needed on long trips, and carved out nicely for holding backside in place when the driver lets off a little steam.
Speaking of going quickly, those wanting more straight-line speed can choose the Macan S that stuffs a twin-turbocharged 3.0-litre V6 under its hood good for 340 horsepower and 339 lb-ft of torque, which results in zero to 100km/h in only 5.4 seconds, or 5.2 seconds with the Sport Chrono Package, plus a new terminal velocity of 254 km/h compared to the base model’s already lofty 229 km/h. Alternatively the Macan GTS adds an extra 20 horsepower and 30 lb-ft of torque for a total of 360 and 369 respectively, plus sprint time of 5.2 seconds to 100km/h, or 5.0 seconds with the Sport Chrono Package, and a higher top speed of 256 km/h.
The Turbo (Turbo referring to a model name despite all Macan trims using turbocharged engines) is top of the Macan heap thanks to a 3.6-litre twin-turbo V6 that makes 400 horsepower and 406 lb-ft of torque, plus standstill to 100km/h achieved in just 4.8 seconds, or 4.6 seconds with the Sport Chrono Package, and an even faster final speed of 266 km/h. If you still crave more, a Performance Edition, which makes the Sport Chrono Package standard, adds 40 horsepower and 36 lb-ft of torque for 440 of the former and 442 lb-ft of the latter, resulting in a 4.4-second sprint to 100km/h.
It’s likely that fuel economy will matter to those in the more conservative trims, especially now that a new carbon tax is upping pump prices in four Canadian provinces, and others, such as BC, are reeling from an even bigger carbon tax bump, so be satisfied that a fuel-saving and emissions reducing auto start/stop system, with coasting capability, shuts the engine off when it would otherwise be idling, helping the Macan to deliver a claimed rating of 11.6 L/100km in the city, 9.3 on the highway and 10.5 combined. I certainly could live with this, especially considering how sporty it feels when pushed, and how responsive it is even when lightly applying the throttle.
If you opt for a 2019 Macan fuel economy shouldn’t change noticeably, but take note the base powertrain is down some 4 ponies while the next-in-line Macan S gains 8 horsepower. Neither issue should sway Macan buyers either way, but Porsche promises an improved ride and with better handling, the latter hard to believe considering how deft the current model is, so I’ll reserve judgment until I get behind the wheel.
A greater draw is the new SUV’s styling that’s highlighted by standard LED headlamps on a slightly revised front end design, plus a more dramatic statement made from behind thanks to a single three-dimensional LED taillight that spans the entire width of its backside. I think the 2019 Macan’s biggest draw is inside, thanks to a new standard 10.9-inch high-resolution centre touchscreen, which receives most of the same standard features as with the current version, but gets more up-to-date graphics on a larger display, a quicker operating speed, and Porsche Connect Plus, an app suite filled with functions, like a Wi-Fi hotspot, and services.
Additionally, the 2019 Macan will offer a driver assist system that, via the adaptive cruise control, provides semi-autonomous driving for acceleration, braking and lane keeping assist at speeds of 60 km/h and below during congested traffic conditions.
So the choice is yours. Work your best deal on an already discounted 2018 Macan now or choose the updated 2019 version as it starts arriving this month, knowing either option results in a premium crossover SUV that delivers a higher level of style, performance, refinement and luxury than the majority of challengers, while fulfilling all the practical concerns of a life well lived.
The Cayenne has long been respected as one of the sportiest crossover SUVs in the entire automotive industry, both in performance and styling, but that hardly held Porsche back from joining the crossover…
The Cayenne has long been respected as one of the sportiest crossover SUVs in the entire automotive industry, both in performance and styling, but that hardly held Porsche back from joining the crossover coupe fray, evidenced by the all-new 2020 Cayenne Coupe.
Prior to the Cayenne’s arrival in 2002, BMW’s X5 firmly held the sportiest SUV mantle, but at least from a design perspective the Bavarian automaker arguably took that title back in 2007 with the introduction of the X6 Sports Activity Coupe, a model that ushered in an entirely new niche market segment.
The brave albeit short-lived Acura ZDX quickly followed the X6 in 2009, after which came the Mercedes-Benz GLE-Class Coupe in 2015, the Lamborghini Urus in 2017, and the Audi Q8 last year.
Being that the latter two, along with Audi’s Q7, Bentley’s Bentayga, and Volkswagen’s own Touareg, share VW group’s MLBevo platform architecture, this Cayenne Coupe’s arrival was only a matter of time. More importantly, it could very well become the most successful of the three VW group luxury crossover coupes, let alone all others in this uniquely positioned slice of the luxury SUV market due to Porsche’s enormous brand power and seemingly forever rising star.
“The Coupé includes all the technical highlights of the current Cayenne, but has an even more dynamic design and new technical details that position it as more progressive, athletic, and emotional,” said Oliver Blume, Chairman of the Executive Board of Porsche AG.
Whether you think of the new Coupe as a sportier Cayenne with less cargo space, or alternatively as a raised Panamera with a more rugged personality and better off-road prowess, the new model also provides Porsche with the opportunity to grow the size of its traditional Cayenne when the next generation arrives, if it so chooses, just like BMW has made its X5 more family friendly over the years, even adding a third row.
“The significantly more steep roof line that falls away to the rear makes the Cayenne Coupé appear even more dynamic, and positions it as the sportiest-looking model in the segment,” added Michael Mauer, Vice President Style Porsche.
To be clear, everything below the new Coupe’s 20-millimetre lower roofline, which includes a new front windscreen and shallower A pillars, is pretty much 2020 Cayenne, other than its much more tapered rear side windows, reshaped second-row doors, new rear quarter panels, and a revised back bumper, the latter of which now includes an integrated license plate holder. The result is a slight 19-mm (0.7-inch) increase in overall width, which along with the lower ride height adds to its more aggressive stance.
Additional Cayenne Coupe highlights include an adaptive rear deck lid spoiler, individual rear seats split by an open centre console bin, plus two different roof choices that include a standard 2.16-cubic-metre fixed glass panoramic sunroof with an integrated roller blind, or an optional carbon-fibre panel.
Like with the regular Cayenne, the Cayenne Coupe will be first to its market segment with an adaptive rear spoiler, the former SUV using a roof-mounted version for its top-line Turbo model. The active aerodynamic aid comes standard with the new Coupe, extending by 135 mm (5.3 inches) when the SUV hits 90 km/h. In addition, a smaller rooftop spoiler joins the active rear deck lid spoiler to optimize airflow. The system, which is dubbed Porsche Active Aerodynamics (PAA), both increases downforce on the rear axle to improve handling, and improves high-speed aero efficiency for less wind noise and better fuel economy.
Incidentally, if you want your Cayenne Coupe with a carbon roof you’ll need to opt for one of three lightweight sports packages, which also include various Sport Design features, special 22-inch GT Design wheels, classic hound’s-tooth Pepita checked fabric seat inserts, plus carbon and suede-like Alcantara interior accents. Additionally, the Cayenne Coupe Turbo gets a sport exhaust system.
That upgraded exhaust manages waste gases for the same twin-turbocharged 4.0-litre V8 engine as the regular Cayenne SUV, which is good for 541 horsepower and 567 pound-feet of torque. With an official zero to 100km/h sprint time of 3.9 seconds the new Cayenne Coupe Turbo’s acceleration will only be bested by the aforementioned 650-horsepower Lamborghini Urus that manages the feat in just 3.6 seconds, leaving the 567-horsepower X6 M and 577-horsepower AMG-Mercedes GLE 63 S Coupe needing 4.2 seconds apiece to achieve the same feat. Of note, the smaller 503-horsepower AMG-Mercedes GLC 63 S Coupe zips from standstill to 100km/h in just 3.8 seconds, while the identically powerful BMW X4 M requires 4.1 seconds to hit the same mark. Incidentally, the Cayenne Coupe Turbo gets a claimed terminal velocity of 286 km/h.
If you’re wondering where Audi’s new Q8 fits into the realm of slant-back SUVs, with one sole 335 horsepower turbocharged 3.0-litre V6 at its beck and call it’s clearly targeting the entry-level portion of the mid-size luxury sport utility coupe segment, and to that end the new base Cayenne Coupe comes fitted with identical output to the Audi, plus the same as found in the standard Cayenne.
The entry model’s turbocharged 3.0-litre V6 is therefore good for 335 horsepower and 332 lb-ft of torque, which allows for a 6.0-second run from naught to 100km/h in standard guise, or 5.9 seconds with one of its lightweight sports packages—the Sport Chrono Package comes standard across the entire Cayenne Coupe line. Interestingly, Porsche claims 5.9 seconds to 100km/h for the regular base Cayenne when fitted with its Sport Chrono Package, which actually makes it 0.1 seconds quicker than the new Coupe. Likewise, the base Cayenne has a top speed of 245 km/h, whereas the entry-level Coupe’s terminal velocity is a claimed 243-km/h. Splitting hairs? Of course, but that’s par for the course in this high-priced, high-performance game.
Additional standard equipment on the new Coupe includes speed-sensitive Power Steering Plus, Porsche Active Suspension Management (PASM), and 20-inch alloy wheels, all costing more with the regular Cayenne.
Pricing in mind, the 2020 Cayenne Coupe will start at $86,400 plus freight and fees, whereas the Cayenne Coupe Turbo will be available from $148,000.
Other notable changes from regular Cayenne to Coupe form include a sportier set of eight-way power-adjustable performance seats with more pronounced side bolsters, while rear passengers will sit 30 mm (1.18 inches) lower to allow for extra headroom.
As noted earlier, that tapered roofline also negatively impacts the Cayenne Coupe’s cargo capacity, but it’s only off by 145 litres (5.1 cubic feet) compared to the regular Cayenne, the base Coupe good for 625 litres (22.0 cu ft) behind its 40/20/40 split-folding rear seatbacks and the larger model capable of 770 litres (27.2 cu ft). Lowering the second row opens up 1,540 litres (54.4 cu ft) of gear-toting space compared to 1,710 litres (60.4 cu ft) with the regular Cayenne, for a difference of just 170.0 litres (6.0 cu ft), which means the new Coupe is almost as practical as the regular Cayenne.
Of note, the Cayenne Turbo Coupe’s cargo capacity drops by 25 litres (0.9 litres) to 600 litres (21.2 cu ft) with the rear seats upright, and by 30 litres (1.0 cu-ft) to 1,510 litres (53.3 cu ft) when folded. Also notable, current Panamera owners tempted by the new Cayenne Coupe will find 125 litres (4.4 cu ft) of additional luggage space when comparing base models, while those with the Panamera Sport Turismo will gain 105 litres (3.7 cu ft) of extra cargo carrying capacity.
The new 2020 Cayenne Coupe will be arriving in Porsche dealerships later this year, but preordering will make certain you’ll be first in line.
And while you’re waiting, make sure to check out our comprehensive photo gallery above (we’ve got all the images and pictographs on offer) as well as all of the latest videos below:
The new Porsche Cayenne Coupe – Design Film (1:33):
The new Porsche Cayenne Coupe – First Driving Footage (0:59):
The new Porsche Cayenne Coupe – Shaped by Performance (1:44):
The new Porsche Cayenne Coupe – Highlight Film (1:55):
The new Porsche Cayenne Turbo Coupe – First Driving Footage (1:00):
Who isn’t excited to see the new 2020 Porsche 911 Carrera on the road, let alone experience one first hand? While the latest sports car of sports cars might look to some like a mild makeover of a classic…
Who isn’t excited to see the new 2020 Porsche 911 Carrera on the road, let alone experience one first hand? While the latest sports car of sports cars might look to some like a mild makeover of a classic design, it’s a radical departure to those who live and breathe Porsche.
Most applaud its fresh new styling, although some have criticized its backside when its attractively tapered deck lid transforms into a rather unorthodox rear wing, but no matter how much you like or dislike the car’s design, the method behind Porsche’s madness is hard to argue against.
Less noticeable than the protruding rear wing are a set of active shutters that hide within the front corner grilles, which open above 70 km/h to minimize aerodynamic drag, while at 90 km/h the just noted rear spoiler gets raised into its most fuel efficient Eco position to once again reduce air resistance, although the aero system’s purpose changes from eco stewardship to maximum speed and grip at 170 km/h, when the front shutters open and the rear spoiler moves farther upward into its Performance position.
What’s more, as part of this Performance position the PASM (Porsche Active Suspension Management) sport chassis automatically drops down by 10 millimetres in order to improve its aero efficiency further, this sole feature adding four seconds per lap to the 911’s Nürburgring performance.
The 911’s adaptive aero also adjusts for new Wet mode, plus the active rear spoiler will literally spring into action when emergency braking is needed by automatically canting farther upward into its “Air Brake” mode, adding downward pressure over the rear wheels for greater braking grip.
How does it work? Like the previous 911, the new model’s sculpted body panels provide precise paths for oncoming air to flow overtop, underneath and around the entire car so as to minimize drag and maximize downforce, a balancing act that’s always challenging to perfect, but the new 911’s adaptive aerodynamics take it a step further by letting that air vent into the front corner intakes, pass through each radiator, and then flow around the front wheels like an air curtain in order to reduce turbulence.
This airflow continues along the 911’s doors before moving up and over the rear fenders into the engine vents mounted below the rear window, which feeds the 3.0-litre, twin-turbocharged horizontally opposed six-cylinder engine’s new air-to-air intercoolers, after which it gets directed down and out rear vents at each side of the back bumper.
For a more visual insight, make sure to watch the video provided by Porsche below, and don’t forget to check out the photo gallery above, where we’ve included some close up shots of the rear wing as well as some illustrations of frontal and rear airflow.