2009 Porsche Cayenne Hybrid

Porsche’s upcoming hybrid ute will deliver more than 400 pound-feet of torque.

Two years ago at the Frankfurt auto show, Porsche announced it had begun work on a hybrid Cayenne program, but the company has remained quiet since then, except to tell us it has remained partnered with VW on the SUV’s development. However, Porsche recently broke its silence and gave us a few more details about what we can expect from its new hybrid SUV, which is on track for a 2009 launch.

What we know is that a compact, 34-kW electric motor in the Cayenne hybrid will slot between its 3.6-liter V-6 and the six-speed automatic transmission, a series configuration that Porsche claims is more compatible with the Cayenne’s platform. The company also says the setup is more fuel efficient and flexible in terms of the hybrid system management, which Porsche claims will allow the vehicle’s performance to remain, well, Porsche-like. By adding electric power to the 290-hp, direct-injection V-6, maximum torque rises from 273 lb-ft to over 400 at 1800 rpm for the hybrid. That part sounds good, but all the hybrid components will add significant weight to the already bloated Cayenne, so we’ll have to wait to see what affect this has on not only acceleration but Porsche hallmarks such as handling and braking as well.

Porsche’s fuel-economy target for the Cayenne hybrid is 24 to 26 mpg—some 25 percent better than the current V-6 Cayenne’s mpg. Porsche did not make any mention of reduced emissions, but we expect at least commensurate improvements along those lines.

Other unique features of the Cayenne hybrid that have been designed to decrease fuel consumption include the vacuum pump for the brakes and the air conditioning, which will operate on electric power. Components such as the oil pump in the Cayenne’s automatic transmission, have also been replaced by electrically powered units. Further efficiencies were gained by the fitting of an electrohydraulic steering system—a move that may not be welcomed by purists.

Porsche also plans to introduce a hybrid version of its Panamera four-door sometime after its 2009 debut.

This is all great news, we suppose, but we’re still scratching our heads trying to figure out exactly what the point is of a hybrid Cayenne or Panamera. After all, few people buy luxury SUVs or four-door GTs because they’re “green.” Nor, for that matter, do they stay away from them because they’re not.

To the contrary, however, Porsche has claimed in the past that more and more rich people are interested in environmentally sound vehicles. But is the demand really that high? The only thing we can surmise is that Porsche is bending under major regulatory pressures, because considering what low volumes the Cayenne hybrid is expected to pull in, there can’t be much money in it, even at the prices we expect Porsche to charge for its mighty new green machines.

Porsche 911 Turbo Cabriolet

It’s official: the 911 lineup adds yet another sibling.

We almost didn’t write about this car since, well, there’s so little cutting-edge news here, but then we said, “What the heck?” since it’s such good eye candy. So here goes:

Hear ye! Hear ye! Behold the 2008 Porsche 911 Turbo cabriolet! A car that looks, well, like a 911 Turbo with the standard 911 cabriolet’s fabric top! Woo-woo!

Okay, however unsurprised we may be with the Turbo cab’s appearance, it’s not as if we’re not salivating. We find the 911 Turbo cabriolet as delicious as the current 911 Turbo coupe. The convertible will be powered by the same frighteningly powerful 480-hp 3.6-liter twin-turbocharged flat-six as the coupe and offered with the same choice of six-speed manual or Tiptronic S automatic transmission.

The additional weight and rigidity compromises of the convertible will dampen performance just a tad, with only a claimed 150-pound weight gain. When the hardtop is capable of a 3.4-second sprint to 60 mph, who are we to bicker about a few 10ths when the sun is beaming on our smiling faces?

Slated to be released this September, the 911 Turbo will be Porsche’s fastest open-topped car since last year’s $440,000 Carrera GT, and the most expensive car in Porsche’s current lineup. Base price in Europe will be equivalent to roughly $172,000, a $30k smack above the previous generation car, while in the U.S. the 911 Turbo Cab is a relative deal starting at $137,360.

2008 Porsche 911 GT2

A V-8 and a manual: Has Porsche finally perfected the Cayenne?

Our relationship with the Porsche Cayenne has been love/hate from the beginning. First, the idea—let alone the execution—of a big, heavy Porsche ute was something not everyone loved. But Porsche gave all Cayenne models a serious power upgrade for ’08, which we all loved. Then it announced the Cayenne hybrid, which put some of us off again. But Porsche is roping us back in at the Frankfurt auto show with this tasty dish: the 2009 Cayenne GTS.

Powered by an enhanced version of the Cayenne S’s naturally aspirated 4.8-liter V-8 with a tidy 400 horsepower, the GTS is a distinctly sport-flavored model that slots in nicely between the mid-level 385-hp S and the top-dog 500-hp Cayenne Turbo. Even better, the GTS will be available with—get this—a true six-speed manual transmission as a no-cost option. We’re, um, sorta looking forward to trying out that combo.

Other changes include a tightened chassis, which gets all kinds of techie stuff like electronic dampers, an air suspension, and Porsche’s excellent stability-control system as standard. Gorgeous multispoke 21-inch wheels and 295/35 tires reside under slight fender flares. Much more aggressive lower-body addenda, new fascias, a more aggressive rear spoiler, and cool quad tailpipes are among the rest of the revisions. Sport seats and two new available colors—Nordic Gold and GTS Red—round out the GTS-specific features.

Now, if only Porsche could put the big girl on a weight-loss program, we might consider it perfected. In the meantime, the GTS looks darn close. We’ll see the 2009 Cayenne GTS here next March at an expected price of $69,300.

Porsche Cayenne GTS 2009

The V-8 Cayenne sprouts a six-speed stick and actually ups the fun factor.

Just a blink back, the 21st century arrived, and a lot of people were wondering if someone had slipped a little acid into Porsche’s breakfast cereal. Excuse me? Who, exactly, is willing to pay a lot of money for a Porsche sport-utility vehicle?

The laughter has died way down. The Cayenne SUV is now Porsche’s bestselling vehicle, accounting for about a third of all sales: exactly 10,061 of a total 29,140 Porsches sold in the U.S. through October 2007. Porsche says it’s making all the Cayennes it can, 180 a day.

The Fourth in a Bestselling Lineup

When the fish are biting, you want to take advantage, and that’s why Porsche has been churning out new variations of the Cayenne. There are now four of them. The base Cayenne, with a 290-hp V-6, goes for $44,295. Sporting an updated 385-hp V-8, the Cayenne S starts at $58,795. The monster Cayenne Turbo, with a 500-hp twin-turbo V-8, checks in at an eye-crossing $94,595. That left one slot for a fourth model, the $70,195, 405-hp GTS you see here, which goes on sale in February.

Like all Porsches, the Cayennes have long options lists intended to give the automaker the greatest per-car profit. Mission accomplished. It’s ridiculous. What car company sells fewer than 100,000 vehicles per year worldwide and makes a pretax profit of $8.5 billion (helped along by a $759 million reevaluation of its 22-percent stake in Volkswagen)?

That’s Right, a Proper Manual Transmission in a 405-hp SUV

Move in closer. What really makes this newest Cayenne particularly interesting is that Porsche has seen fit to arm the 5300-pound truck with a six-speed manual gearbox—something apparently no other V-8–powered sport-ute maker thinks is a wise idea. So in early November, we arrived in southern Portugal to see if a two-and-a-half-ton truck and a six-speed manual make sense.

The first thing that makes the manual an entertaining idea is that there are 405 horsepower and 369 pound-feet of torque on one end of it. That’s a 20-hp premium over the output in the same-size V-8 in the step-down Cayenne S. Imagine the wrinkled brows and clucking tongues of all those Porsche engineers: That’s a horsepower-to-weight ratio of about 13 pounds per, compared with the crushingly fast Turbo’s rate of 11.3 per horsepower. The only thing that materializes to us as competition is a supercharged Range Rover, which boasts an even 400 horsepower and a $93,600 sticker, or if you have a sense of humor, a 393-hp Hummer H2 that is stuck lugging around almost 17 pounds per horsie.

Get This: It’s Actually a Hoot to Drive

In addition to the horsepower boost, the GTS gets huge footprints (21-inch wheels and tires are standard), permanent all-wheel drive, and all sorts of anti-roll chassis voodoo and stability control—it’s there to keep this truck from behaving like a big goofy, slobbering truck. And that’s just what it does. At that point, the only thing missing is some high-school kid’s idea of very loud pipes. That, and a 4.1:1 axle ratio. Funny you should ask: The GTS has both.

When you climb aboard, the Cayenne’s seat and layout tell you you’re not occupying someone’s dining-room chair. There are various damper settings to choose from, with the car hunkering down and tightening up in three stages. Push the sport button, and amusingly, the clearly hot-dog rap of the dual exhausts gets louder—majorly loud—causing a kind of giggling frenzy in the cabin as if you’d been transported back to your last cafeteria food fight. They are about the rudest bad-boy pipes we can recall in years, if you don’t count a Viper’s ridiculous yowling.

Team that exhaust note with this truck’s volatile current of evenly delivered power—it just surges all over the power band—on some mostly empty roller-coaster countryside that shows no sign of uniformed authorities in the weeds, and the effect is exhilarating and hypnotizing, and it makes your cheeks tingle. It’s as if you should be wearing a big orange hat with the word “FUN” on the front. It’s not an idle claim when Porsche boasts that this is unlike any other SUV. It is. Given a little time, we could probably identify a handful of prominent sports cars this brute would blow by.

With the shorter rear end, first gear gets gobbled up quickly during tire-yelping starts, but the moment the clublike shifter clicks crisply into second, the thrust is superbly impressive. But the force always comes on in a controlled, fluid manner, so there’s no squirrelly behavior.

The Cayenne GTS is easy to drive, and easy to slip gracefully into three-digit speeds without those little hairs on the back of your neck standing up. Porsche says the GTS will get to 60 mph a couple 10ths quicker than the S model (in the high fives), but that’s not why you’ll be slobbering all over yourself. It’s up in the middle ranges, where second gear starts and third ends. That’s where the excitement is. Roll the windows down, and let it go. Claimed top speed is 157 mph.

It’s hardly a monumental declaration to say this is one of the best-handling, most-rip-roaring SUVs we’ve driven, and the six-speed’s smoothness means you’ll never find yourself in the awkward position of kangarooing clumsily down the road. The clutch is not at all a workout for your left calf muscle, with takeup as simple as it is in a Honda, shockingly simple, in fact. The real effort is in controlling the driver.

One would presume that money is not an issue for someone who buys a Cayenne of this accomplished rank, nor is gluttonous fuel economy. Indeed, Porsche did not get in the position of being able to write a check for the Volkswagen works by passing out discount vouchers for 911s. The base price of the Cayenne GTS is $70,195 when it goes on sale in the U.S. in February, and, as noted, the options list is absolutely lascivious. The GTS is also available with a six-speed automatic, but be sure to check out the manual.

Performance Tests 2008 Dodge Challenger SRT8

We finally slap our test gear onto the potent Challenger SRT8 to see if it’s actually up to the challenge.

With so much presale buildup, we’ve told you bit by bit pretty much everything about Dodge’s old-meets-new Challenger SRT8. By now, the fundamentals should be familiar. The SRT8 is essentially a Charger SRT8 sedan with four inches cut from the middle and two fewer doors; it’s powered by the same 425-hp, 6.1-liter Hemi V-8 found in other SRT8 models in the Chrysler family; and it looks spectacular in orange. It also outguns the R/T and SE Challenger models that will be added for ’09.

What you might not know are some of the finer details. The 2008 SRT8 is the only Challenger to be designated as an ’08, and each of the 6400 U.S. cars—they are already sold out—gets a numbered plaque, orange seat stripes, and faux-carbon-fiber hood stripes. Also, the Challenger SRT8 debuts SRT’s brake “knock back” system that ensures the pads stay close to the discs during spirited driving as well as a “Performance Features” readout on the dashboard that displays acceleration, braking, and handling achievements for the driver’s amusement. The Challenger SRT8 starts at just over $40,000.

But until we shot up Angeles Crest Highway in the SRT8 at the press program in Pasadena, California, we hadn’t been able to log any significant drive time. Soon afterward, we got our paws on one at home in Ann Arbor and took it to the test track to get the numbers. Would the Challenger’s bad-ass attitude be backed up with genuine muscle-car street cred, or was Chrysler unable to mask the family sedan beneath the retrospective skin?

More Than Just Another Square-Jawed Muscle Car

The answer? Both. Thanks to that monster motor and a short first gear, the Challenger does earn a dollop of street cred, hitting 60 mph in 4.8 seconds, charging through the quarter-mile in 13.3 at 108 mph, and running to a drag-limited top speed of 168 mph.

But the Challenger SRT8 is more than just a drag-strip junkie. Its LX platform, for all its heft, does bring with it a sophisticated suspension that made easy work for Chrysler’s Street and Racing Technology team to engineer a combination of decent ride quality and tenacious grip, neither of which is a strong suit of muscle cars from bygone years (or, for that matter, of the current Ford Mustang). So, like any SRT8 product, it may be inescapably a family car in many ways, but it’s a fast and capable performance car, too.

Seriously Capable, but Where’s the Feel?

The multilink front and rear suspension is tuned for amazingly flat cornering, something vividly apparent on Angeles Crest Highway, where we flogged it left and right but watched the horizon that was the big, long hood stay level with the ground. Coupled with the sticky optional Goodyear F1 Supercar summer tires, the suspension imparted the Challenger with some pretty astonishing grip in corners. On the skidpad in Michigan, which admittedly was described as “really slippery” that day, the Challenger pulled a respectable 0.86 g with moderate understeer that can be corrected by the pedal on the right. But alas, with a curb weight of 4189 pounds, Chrysler was unable to mask the LX platform on which it’s based.

Missing from the equation was a great sense of steering feel that is somewhat slow to respond off-center despite its quick, constant-ratio rack and 2.75 turns lock-to-lock. Technical editor Mike Austin attributes the lack of steering feel, ironically, to the lack of body roll; when there’s no sense of heave-ho, set, and then bite, there is little impression of the car responding, even though it is, he explained. Then again, the lack of feel is strangely appropriate, if only for this car. “It’s an unintended throwback to the ’70s,” said Austin.

The same can be said for the brakes. Stopping a big, heavy coupe from 70 mph in an impressive 170 feet—the length of just four Greyhound buses—is no simple feat. Thank you, Brembo, for your help on each of the SRT8’s four corners. But as with the steering, feedback is another thing, and somewhat absent here, too. Our test car in L.A. had a good inch or so of pedal travel before anything at all happened, and our tester in Michigan was little better. We have to issue one caveat: These both were well-worn press cars, and not all cars at the California event suffered thusly. But here’s the obvious warning to future owners: These brakes can get worn out under constant abuse.
Unfortunately, this meant that we really couldn’t tell you whether or not Dodge’s new brake knock-back system is worth a darn. We appreciate the intuitiveness of the concept: When the g-sensor detects dynamic forces of more than 0.50 g, the brake pads are moved closer to the rotors to quicken brake actuation when ultimately called on. We’ll have to get a fresh car soon and lap a track with, say, a Dodge Charger SRT8 to see if there is a measurable difference.

Performance Features Display—Very Informative, Very Addictive

Another interesting—and seriously cool—new bit is the Performance Features display, which is part of the multi-information screen nestled into the gauge cluster. Several steps beyond the lateral-g meter available in the Chevy Corvette, Performance Features measures 0-to-60-mph, 1/8-mile, and 1/4-mile acceleration times, 60–0 braking distance, and g-forces in all four directions (either peak or real-time). At several points during our drive in California, we saw readings of 0.99 g left and right, but it’s worth noting that those were peak g-forces, not steady-state g as measured on a skidpad.

We did not have the opportunity to measure the Challenger’s readout against our test equipment for braking and acceleration, but we have verified the relative accuracy of such systems currently available in the aftermarket, so there’s no reason to believe that the Mopar system shouldn’t be accurate. A similar system is already in the Caliber SRT4, and we expect it to spread to other SRT products in the near future.

Also, expect your license to take a hit or two along what will certainly turn into a constant quest for a new personal performance best. Keep your eyes on the road. They hide in the bushes.

Oh, That Glorious Engine

Besides, they’ll hear you coming. Particularly under full tilt, the throaty, 6.1-liter engine is loud and furious. Wide-open throttle bathes all occupants in nearly 84 decibels of symphonic, mechanized glory characterized by crispness as well as volume. Around town, on the other hand, it is very calm and refined—rather quieter than we expected, especially at its 49-decibel idle.

It’s an engine that keeps on giving. Its 425 horsepower peaks at 6200 rpm, just 200 revs shy of its 6400-rpm redline. Torque is all over the place but peaks at a relatively lofty 4800 rpm. In other words, go ahead and hold that gear above where you’d normally shift in a Mustang, because there’s more power to come.

Too bad there aren’t more gears. The five-speed AutoStick automatic is a throwback to the DaimlerChrysler days, and with a shortened first gear for acceleration and a relatively tall fifth gear for fuel economy (its 168-mph top speed is achievable in fourth), the gears are simply too spread out. Indeed, on Angeles Crest and even on the track at Willow Springs, there were many moments when we wished third came a little closer to second, and fourth to third, if only so that we wouldn’t be dumped into a completely different part of the power band when shifting. At least the shifts themselves are very quick—thanks, SRT. Next year, a six-speed manual will be available in the SRT8 and R/T Challengers, and needless to say, we can’t wait.

Too Late for ’08

Speaking of next year, that’s the soonest you’ll be able to get one. Dodge is making just 6400 Challengers for 2008, all of which are SRT8s and all of which are sold. Dodge claims to have more than 10,000 orders for the SRT8, and certainly, many buyers will be willing to wait until the 2009 model year, which, incidentally is when the less powerful and less expensive Challenger R/T and SE models will join the party. Pricing is—or was—$40,158 to start, with fully loaded examples coming in around $42,000, including a sunroof, MyGIG entertainment with navigation, and the $50 summer-tire upgrade for those sexy 20-inch wheels.

We don’t expect pricing to change much for ’09, but the carbon-look hood stripes will become matte black, the orange seat stripes will become red, and the numbered plaque commemorating the first-year model will disappear.

2008 Dodge Challenger SRT8 Specs

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 2-door coupe

PRICE AS TESTED: $40,208 (base price: $40,158)

ENGINE TYPE: pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection

Displacement: 370 cu in, 6059cc

Power (SAE net): 425 bhp @ 6200 rpm

Torque (SAE net): 420 lb-ft @ 4800 rpm

TRANSMISSION: 5-speed automatic with manumatic shifting

DIMENSIONS:

Wheelbase: 116.0 in Length: 197.8 in Width: 75.7 in Height: 57.0 in Curb weight: 4189 lb

C/D TEST RESULTS:

Zero to 60 mph: 4.8 sec

Zero to 100 mph: 11.4 sec

Zero to 150 mph: 30.8 sec

Street start, 5–60 mph: 5.1 sec

Standing ¼-mile: 13.3 sec @ 108 mph

Top speed (drag limited): 168 mph

Braking, 70–0 mph: 170 ft

Roadholding, 300-ft-dia skidpad: 0.86 g

mitshubishi lancer evolution IX wgon

Y PETER LYON

A new species of wagon discovered in Japan.

This simple silver vehicle may look like an average compact wagon with a few sporty body panels thrown in to make it a bit more muscular. That couldn’t be further from the truth. With the Lancer Evolution IX wagon, Mitsubishi has wrought a comfortable five-door family car that, when pushed to its limits, would put more than a few sports cars to shame.

As the name implies, this is the wagon version of the ultra-high-performance Evo IX sedan that recently debuted. It is the first-ever Evo wagon, the Evo line having survived without a wagon since its inception in 1992. (We’ve only had Evos stateside since 2002.) In Japan, Mitsubishi has added a wagon version to the lineup for those drivers who grew up with Evolutions over the past decade but have now evolved into family men and women and can now have their cake and eat it, too.

From the outside, the wagon looks almost identical to the Lancer Sportback, now out of production. There’s a Volvo-like rear end and a chunky, heavily vented, sharp-edged Evo nose. Inside, the wagon doesn’t really differ from the sedan—grippy Recaro seats and a Momo steering wheel put the driver in the right mood. What really gets one going is the variable-valve-timing-equipped 286-hp 2.0-liter from the Evo IX sedan.

It’s the use of the revised engine that really lifts the wagon’s performance. Bottom-end torque is available earlier in the rev range (about 2500 rpm), and the engine pulls hard all the way to the 7000-rpm redline. The on/off turbo lag of the Evo VIII is largely absent, and the new car is as happy trundling around town as it is on a racetrack. There are three transmission choices for the wagon: five- and six-speed manuals and a five-speed automatic.

When most people imagine a wagon, it’s likely nothing like this one. Large 18-inch wheels fill the fender wells, the chassis is identical to the one in the sedan, and large Brembo brakes are in place. The wagon is also available with the MR package, which adds lighter wheels and Bilstein dampers that smooth out the ride considerably compared with lesser Evos.

The wagon does get the sedan’s active and adjustable center differential, but it doesn’t get the sedan’s “super active” yaw control that attempts to keep the handling safe and understeer in check. One engineer we asked suggested that the cost of the system would raise the price of the wagon considerably, but we feel the wagon doesn’t really need the yaw control. The wagon has an extra 150 or so pounds over the rear wheels that balance out the Evo’s usual front-weight bias.

Corner quickly, and the wagon turns in fast as the extra mass over the rear wheels maximizes their traction, although the front-mounted helical limited-slip differential and the active center differential pull the front end around the corner. This is quite likely the fastest-cornering wagon on the planet. The fact that you can take it through corners faster and more easily than just about any supercar out there makes you feel as though you’re Colin McRae.

Unfortunately for North America, the wagon version of the Evo will not be exported out of Japan. The 2500 or so wagons that will be built this year will all stay for home-market consumption. You can chalk up another Japanese rocket that missed the boat.

Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
Estimated base price (Japan): $28,500
Engine type: turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 122 cu in, 1997cc
Power (SAE net): 286 bhp @ 6500 rpm
Transmissions: 5-speed automatic,
5- or 6-speed manual
Wheelbase: 103.3 in
Length/width/height: 179.9/69.7/58.3 in
Curb weight: 3450 lb
Performance ratings (C/D est):
Zero to 60 mph: 4.8-5.5
Standing 1/4-mile: 13.5-14.5
Projected fuel economy (C/D est):
EPA city driving: 18-19 mpg
EPA highway driving: 25-26 mpg

AUDI RS 6

Delicious—580 horsepower…in a wagon!

Power wagons have never really caught on in the U.S. Too bad, since Audi is taking the craft of wagon-roiding to an unforeseen—unfathomable, really—level with the 2009 RS 6 Avant, Audi’s most powerful production car ever.

No Excuse for Being Late to School

The RS 6 Avant is powered by a twin-turbocharged version of Audi’s Lamborghini Gallardo–derived V-10 with direct injection. We’ve heard about this mill for a long time, but now we know just how potent it will be: 580 horsepower at 6250 rpm and 479 pound-feet of torque, the latter available over what may be the fattest torque plateau in the business: 1500 to 6250 rpm.

As with every hi-po Audi, the RS 6 Avant will feature Quattro all-wheel drive, which, in this case, directs 60 percent of the engine’s torque to the rear wheels in its basic setting. The only transmission will be a modified, quick-shifting six-speed Tiptronic unit.
Steering and suspension components, including three-stage dampers, have also been retuned to accommodate the superwag’s heightened performance potential.

So how fast will it be? Audi claims 0 to 62 in 4.6 seconds—only 0.3 tick off the last R8 we tested—with a top speed predictably set at 155 mph.

Sexy Bod, Big Brakes

The RS 6 Avant’s speed is complemented by added sex appeal. The interior is gussied up in much the same way the S6 sedan is, and the body wears numerous aero mods, including a new front clip and a diffuser-endowed rear bumper.

Each of the widened fenders is filled with standard 19-inch wheels and powerful disc brakes or, as an upgrade, 20-inch wheels around a set of those increasingly popular and fantastically fade-resistant carbon ceramic brakes. The headlamps feature an underscoring of LEDs to tell the world that this ain’t no ordinary A6.

Sedan? Yes. U.S.? No.

Yes, an RS 6 sedan will be available eventually, but not until sometime after the Avant’s European introduction in April 2008.

Want one? Pack up the family and find an EU address, because Audi has no intention of bringing either RS 6 variant to North America. To say that we’re disappointed is an understatement.